HomeMy WebLinkAbout2015-06-22 City Council Agenda PacketCITY OF PALO ALTO
CITY COUNCIL
June 22, 2015
Special Meeting
Council Chambers
6:00 PM
Agenda posted according to PAMC Section 2.04.070. Supporting materials are available in the
Council Chambers on the Thursday preceding the meeting.
1 June 22, 2015
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HEARINGS REQUIRED BY LAW
Applicants and/or appellants may have up to ten minutes at the outset of the public discussion to make their
remarks and up to three minutes for concluding remarks after other members of the public have spoken.
Call to Order
Study Session 6:00-7:30 PM
1.Presentation and Discussion Regarding the Page Mill Road Portion of
the County Expressway Plan
Agenda Changes, Additions and Deletions
City Manager Comments 7:30-7:40 PM
Oral Communications 7:40-7:55 PM
Members of the public may speak to any item NOT on the agenda. Council reserves the right to limit the duration of
Oral Communications period to 30 minutes.
Corridor Study Report: Part I Part II
2 June 22, 2015
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DURING NORMAL BUSINESS HOURS.
Consent Calendar 7:55-8:00 PM
Items will be voted on in one motion unless removed from the calendar by three Council Members.
2.Approval of a Contract With O'Grady Paving Inc. in the Amount of
$1,901,151 for the FY 2015 Alma Street and Middlefield Road Paving
Project, the 3rd of Three Contracts in the FY 2015 Street Maintenance
Program Project (CIP PE-86070)
3.Adoption of a Resolution Amending the 2014-2017 Limited Hourly
Employee Compensation Plan to Implement Sick Leave Accrual
4.Authorization for Palo Alto Housing Corporation to Sell the Property
They Own at 1259 Pine Street and to Provide Funding for the
Rehabilitation and Preservation of Affordable Units at 110-130 El
Dorado Avenue, Along With Approval of an Associated Budget
Amendment Ordinance
5.Adoption of a Resolution Approving a Professional Services Agreement
Between the Northern California Power Agency and the Cities of
Alameda, Palo Alto, Santa Clara and Oakland, Acting by and Through
its Board of Port Commissioners, for Electric Transmission, Generation
and Regulatory Consulting Services for a One Year Contract Term
6.Approval of a Memorandum of Understanding With the Silicon Valley
Regional Interoperability Authority for Participation in the Regional
Radio System, and Adoption of the Associated Budget Amendment
Ordinance for $1 Million
Action Items
Include: Reports of Committees/Commissions, Ordinances and Resolutions, Public Hearings, Reports of Officials,
Unfinished Business and Council Matters.
8:00-8:15 PM
7.PUBLIC HEARING: Adoption of a Resolution Confirming Weed
Abatement Report and Ordering Cost of Abatement to be a Special
Assessment on the Respective Properties Described Therein
Inter-Governmental Legislative Affairs
8:15-10:15 PM
8.Legislative Update, Review and Approval of the Draft Fall 2015 Semi-
Annual Legislative Strategic Initiatives
At-Place Memo
3 June 22, 2015
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Action Items (Continued)
10:15- 11:15 PM
9. Review of a Draft Scope of Work for the Fry's Master Plan and
Adoption of a Resolution Regarding the Use of Regional Transportation
Funding (Continued from June 8, 2015)
Council Member Questions, Comments and Announcements
Members of the public may not speak to the item(s)
Adjournment
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Persons with disabilities who require auxiliary aids or services in using City facilities, services or programs or who
would like information on the City’s compliance with the Americans with Disabilities Act (ADA) of 1990, may contact (650) 329-2550 (Voice) 24 hours in advance.
4 June 22, 2015
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Additional Information
Schedule of Meetings
Schedule of Meetings
Tentative Agenda
Tentative Agenda
Public Letters to Council
Set 1
City of Palo Alto (ID # 5861)
City Council Staff Report
Report Type: Study Session Meeting Date: 6/22/2015
City of Palo Alto Page 1
Summary Title: Page Mill Road Plan Line Review Study Session
Title: Presentation and Discussion Regarding the Page Mill Road Portion of
the County Expressway Plan
From: City Manager
Lead Department: Planning and Community Environment
Recommendation
This is a Study Session and there is no recommended action. County staff will make a
presentation and are seeking the City’s input.
Executive Summary
The County of Santa Clara is currently developing conceptual improvement plans for Page Mill
Road between Interstate 280 (I-280) and Oregon Expressway. The City provided $100,000
towards the preparation of the study to ensure adequate level of detail for proposed
improvements along Page Mill Road, including a Class One trail between Deer Creek Road and I-
280.
This staff report summarizes the improvements proposed between I-280 and Oregon
Expressway. The Draft Corridor Study Report, which includes full details of the traffic
projections and proposed improvement concepts, is included in Attachment A.
Based on existing deficiencies and projected traffic demand by 2025, the County of Santa Clara
is recommending several improvements along the Page Mill Road corridor, at the I-280
interchange as well as along Page Mill Road between the interchange and El Camino Real. The
recommended capacity improvements along Page Mill Road were determined to be a necessary
step prior to increasing capacity at the I-280 interchange. This concept plan also includes a new
Class I mixed use trail between Deer Creek Road and the I-280 interchange to address
anticipated bicycle and pedestrian usage.
Improvements at the I-280/Page Mill Road interchange will include both capacity
enhancements as well bicycle and pedestrian connectivity improvements through the
interchange. The recommended alternative for the interchange at this time incorporates a
round-about for the southbound ramps with circulation improvements to the existing Park and
City of Palo Alto Page 2
Ride lot, and a new traffic signal for the northbound ramps.
Between the interchange and Oregon Expressway, the proposed concept plan has two primary
components; widening of Page Mill Road to six lanes (three lanes per direction) between I-280
and Foothill Expressway, and traffic signal and median/left-turn pocket improvements along
Page Mill Road (between Hanover Street and Ramos Way). A grade separation project is
proposed as a longer term improvement at Page Mill Road and Foothill Expressway.
Background
Page Mill Road is an Expressway that is currently maintained by the Santa Clara County Roads
and Airports department between I-280 and the Oregon Expressway. The Draft Corridor Study
Report identifies a need to increase vehicle capacity at both the interchange and along Page
Mill Road for traffic conditions anticipated by 2025. The analysis also suggests that capacity
improvements for Page Mill Road should be implemented prior to I-280 interchange
improvements; if not, increased congestion within the Page Mill interchange at I-280 may
occur.
The upcoming Valley Transportation Plan (VTP) 2040 Plan is expected to contain both the Page
Mill / I-280 Interchange improvements and the Page Mill Road Improvements from El Camino
Real to Old Page Mill Road as Tier 1, or highest priority, projects.
In addition to the Interchange modification, the Page Mill Road Improvements between Old
Page Mill Road and Oregon Expressway that are proposed on the Concept Plan Line include the
following:
Widening of Page Mill Road from I-280 to Foothill Expressway to three lanes in each
direction, with an eastbound lane merge east of Foothill Expressway
Addition of a new Class I mixed-use trail between I-280 and Deer Creek Road, providing
an extension of the existing trail that currently runs from Foothill Expressway and ends
at Deer Creek Road
New traffic signal at Page Mill Road and Coyote Hill Road
Future grade separation at Foothill Expressway with near term improvements that adds
an eastbound through lane.
Intersection improvements at Page Mill Road and Hanover Street
o continuous thru-bike lanes in both directions of Hanover Street
o 8-phase signal operation with increased westbound left-turn storage capacity.
Median and left-turn pocket improvements on Page Mill Road between Hanover Street
and Hansen Way
Signal modification plan at El Camino Real with eastbound right-turn improvements,
westbound right-turn lane and improved westbound left turn pockets
The City of Palo Alto provided $100,000 to the County for the draft study from traffic mitigation
fees in order to ensure adequate level of detail for improvements such as the Class I trail. The
City of Palo Alto Page 3
Concept Plan Line Study was to include two focused community outreach meetings in Palo Alto
and Study Sessions with both the Planning & Transportation Commission and City Council. The
PTC study session is scheduled for June 24, 2015. Outreach to Stanford University, City of Los
Altos, and Town of Los Altos Hills is also ongoing. (See CMR #4880 June 23, 2014.)
Discussion
The proposed concept plan line was developed to provide roadway capacity improvements as
well as increased bicycle and pedestrian access along and across Page Mill Road between
Oregon Expressway and I-280. Below are brief details of the concept improvements proposed
along the Page Mill Road corridor. The County has ultimate decision making authority on this
project. City Council input on some or all of these elements would be welcome.
I-280 Interchange Improvements
Santa Clara County and Caltrans have been working with staff from the Town of Los Altos Hills
and the City of Palo Alto to develop a preferred strategy to improve both the vehicular as well
as bicycle and pedestrian operations at the I-280 interchange. The currently proposed concept
plan includes a traffic circle on the west side of the interchange (southbound ramps) and a
traffic signal on the east side (northbound ramps). Details of the other alternatives considered
are included in the County’s Draft Corridor Study Report.
Foothill Expressway and Page Mill Road Intersection
The Corridor Study Report shows that the intersection of Foothill Expressway and Page Mill
Road currently operates at LOS F during the existing conditions, and would continue to do so
under each of the Interchange scenarios and the widening of Page Mill Road (LOS F indicates
vehicular wait times which are not at acceptable levels). The study identifies that adding an
eastbound through lane at the intersection would bring the intersection to an acceptable LOS C
and LOS D under the existing baseline conditions. The future year 2025 forecasts show that the
intersection operating conditions would return back to LOS F, identifying a future need for
grade separation.
Page Mill Road Widening
Widening of Page Mill Road from four to six-lanes (3 lanes in each direction) is proposed within
the existing curb-to-curb alignment from I-280 to Foothill Expressway. An 8-foot shoulder
would also be provided be provided in both direction. Portions of the existing median would be
narrowed to accommodate the additional lane, and the narrowing would result in the removal
of several median trees. The three-lane westbound segment would start west of Foothill
Expressway and continue to the I-280 Interchange. The three eastbound lanes would start at
the I-280 Interchange and continue until the right lane ends approximately 300 feet east of
Foothill Expressway with a lane merge.
Class 1 Mixed Use Pathway
A new Class I dedicated pathway would be constructed on the south-east side of Page Mill Road
between Deer Creek Road and the I-280 interchange where ramp crossing and connections to
City of Palo Alto Page 4
the west side of I-280 would be proposed as part of a separate interchange project. The new
Class I trail would be an extension of the current trail that currently ends at Deer Creek Road
and provide a connection to the I-280 interchange. The interchange improvements would
provide a connection to areas west of I-280.
New Traffic Signal at Coyote Hill Road
As part of the widening of Page Mill Road to six-lanes, the intersection of Coyote Hill Road and
Page Mill Road would be converted from a one-way stop controlled intersection to a fully
signalized intersection. A traffic signal would provide safer left turn movements from Coyote
Hill Road, and would provide a more attractive route from offices on Coyote Hill and Hillview
Roads as opposed to using alternative routes such as Arastradero Road and Foothill
Expressway.
Traffic Signal Modification at Hanover Street
The intersection of Hanover Street and Page Mill Road currently operates with split phasing for
the approaches on Hanover Street. The left turn storage pockets for westbound Page Mill often
fills with vehicles and results in vehicles blocking the left through lane. In addition, the bicycle
lanes in both directions of Hanover Street end approaching Page Mill Road. The intersection
modification would accommodate several improvements including:
Create dedicated left turn lanes and protected movements along Hanover to remove
the split phasing.
Improve signal timing efficiency to better serve left-turn movements from Page Mill
Road
Create continuous bicycle lanes along Hanover Street through the intersection. Increase
westbound left-turn storage capacity to reduce blockage of the through lanes. Possible
to accommodate two left turn lanes with additional widening on Hanover Street.
Improve average delay and level of service (LOS).
Median Improvements between Hanover Street and Hansen Way
In addition to limited westbound left turn storage capacity at Hanover, the eastbound left turn
storage pocket at Hansen Way is very limited and also often overfills, resulting in blockage of
through lanes on Page Mill Road. Median modifications are proposed between Hanover Street
and Ramos Way to accommodate additional left turn storage to reduce the amount of lane
blocking on Page Mill Road.
Signal Modification Plan at El Camino Real
Intersection improvements at Page Mill Road and El Camino Real are proposed to
accommodate improved movements through the following measures:
Addition of a dedicated westbound right-turn lane
Re-alignment of the two westbound left-turn lanes to provide a more traditional
alignment, additional storage capacity, and provide more efficient usage.
Increased corner radius at the southeast corner to improve right-turn capabilities.
Removal of the “pork chop” island and free-right turn movement from eastbound Page
City of Palo Alto Page 5
Mill Road to southbound El Camino Real to improve pedestrian circulation.
Improvements at the El Camino Real intersection would also include removal of the on-street
parking along the south side of Page Mill Road between El Camino Real and Ash Street.
Project Phasing
The proposed concept plan line is not yet currently funded; however, the County of Santa Clara
is anticipating that funding would come from several sources including future tax measures,
City Impact Fee funds, potential Developer mitigation, and potential grant funding.
The widening of Page Mill Road to six lanes between I-280 and Foothill Expressway would be
the first phase of improvements, and would be necessary prior to any capacity improvements
anticipated at the I-280 interchange. In addition, a third eastbound through leg at the
intersection of Foothill Expressway and Page Mill Road would bring the intersection to
acceptable levels; however grade separation would be needed at a future phase.
Intersection improvements at Hanover Street and the median improvements between Hanover
Street and Ramos Way are recommended, but may occur separately from the improvements
west of Foothill Expressway. The improvements between Hanover and Hansen Way could be
implemented with private development projects in the area. Similarly, improvements at the
intersection of El Camino Real would likely occur concurrently with development projects near
the intersection.
Timeline
Upon adoption of the VTP 2040, the County would proceed with environmental analysis and
design of the project in phases as described above.
Implementation of the proposed Plan Line Concept is not currently scheduled and would be
dependent upon funding. Funding could come from a ballot measure, developer mitigations,
and other sources.
Resource Impacts
Funding for the various stages of this project is anticipated to come from a combination of
sources including the County of Santa Clara (using grant funds and county match funds), City of
Palo Alto funding from traffic impact fees,1 and potential mitigation funding from proposed
development projects along the corridor. Planning level cost estimates include approximately
$18.2 million for the widening of Page Mill Road (includes the Class I Trail extension ), $2.7M for
the improvements between Hanover and Hansen Way, and $2.4M for the improvements to the
intersection of El Camino Real and Page Mill Road.
1 The City has been collecting Stanford Research Park (SRP) traffic impact fees to help fund
improvements in the area.
City of Palo Alto Page 6
Policy Implications
The City’s existing Comprehensive Plan is not generally supportive of increased roadway
capacity unless absolutely critical and unless the needs of pedestrians and bicycles are also
addressed:
Policy T-27: Avoid major increases in street capacity unless necessary to remedy serve
traffic congestion or critical neighborhood traffic problems. Where capacity is
increased, balance the needs of motor vehicles with those of pedestrians and bicyclists.
Staff would appreciate the City Council’s input on proposed capacity increases and facilities
included in the draft concept plan. The City’s participation is itself consistent with the
Comprehensive Plan:
Policy T-49: Lead and participate in initiatives to manage regional traffic.
Other relevant Goals, Policies, and Programs include:
Policy T-25: When constructing or modifying roadways, plan for usage of the roadway
spaced by all users, including motor vehicles, transit vehicles, bicyclists, and pedestrians.
Goal T-3: Facilities, Services, and Programs that Encourage and Promote Walking and
Bicycling
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 multimodal transit stations.
Program T-22: Implement a network of bicycle boulevards, including extension of the
southern end of the Bryant street bicycle boulevard to Mountain View.
Environmental Review
Environmental Analysis will be conducted as part of the final design. The County will be the
lead agency for such analysis. Any improvements that may occur as part of separate
development projects would undergo environmental analysis and clearance as part of those
individual projects.
Attachments:
Attachment A: Concept Plan Line to be provided at a later date (DOCX)
Attachment A: Concept Plan Line to be provided at a later date
Page Mill Road ExpresswayCorridor Study Report
June 2015
Technical Working Group
(* Denotes former staff)
COUNTY OF SANTA CLARA ROADS AND AIRPORTS DEPARTMENT
Michael Murdter, Director
Dan Collen, Deputy Director, Infrastructure Development, Study Oversight
Dawn Cameron, County Transportation Planner, Study Project Manager
Masoud Akbarzadeh, County Traffic Engineer
Ananth Prasad, Senior Civil Engineer, Traffic Engineering & Operations
Roy Cabaltera, Senior Civil Engineer, Highway Design
Paul Pascoal, Associate Civil Engineer, Highway Design
Janice Spuller, Transportation Planner*
Ivana Yeung, Transportation Planner
Aruna Bodduna, Transportation Planner
TOWN OF LOS ALTOS HILLS
Carl Cahill, City Manager
Richard Chiu, City Engineer/Public Works Director
Tina Tseng, Senior Engineer
CITY OF PALO ALTO
Jaime Rodriguez, Chief Transportation Official*
Rafael Rius, Transportation Project Engineer
SANTA CLARA VALLEY TRANSPORTATION AUTHORITY
Casey Emoto, Deputy Director, Project Development
John Sighamony, Senior Transportation Planner
David Kobayashi, Senior Transportation Planner
CALTRANS
Nick Saleh, District Division Chief, Division of Project/Program Management
Fariba Zohoury, Regional Project Manager
CONSULTANT TEAM
Page Mill/I-280 Interchange
Study and Corridor Report
Kimley-Horn and Associates, Inc.
Adam Dankberg,
Consultant Project Manager
Zach Miller
Daniel Carley
Corbin Skerrit
Page Mill Concept
Plan Line Study
HMH Engineers
Steve Loupe,
Consultant Project Manager
Bill Wagner
Jon Cacciotti
Expressway Plan 2040
AECOM
Khoi Le,
Consultant Project Manager
Swathi Korpu
Community Outreach
Apex Strategies
Eileen Goodwin
Page Mill Expressway Corridor Study Report | ES-1
Executive Summary
The purpose of the Page Mill Road Expressway Corridor Study is to identify improvements to improve traffic flow
and support active transportation modes for the Page Mill Road segment of the Oregon-Page Mill Expressway.
The Page Mill Road segment extends from the I-280 interchange to Birch Street just west of the Caltrain tracks
(see Figure ES-1). This report combines the results of three separate, but coordinated, planning efforts:
1. I-280/Page Mill Road Interchange Study – Funded and managed by the County of Santa Clara to study
various alternatives for reconfiguring Page Mill Road through the interchange to reduce freeway ramp
backups, enhance bicycle and pedestrian travel through the interchange area, and address operational
and community issues with the Park-and-Ride lot. An additional component of this Study was to evaluate
improvements to the Page Mill Road/Coyote Hill Road intersection in terms of corridor operations.
2. Page Mill Conceptual Plan Line Study – Funded by the City of Palo Alto and managed by the County of
Santa Clara to develop concept plans for widening Page Mill Road to six lanes and providing a continuous
trail from I-280 to Foothill Expressway, for improving intersections between Foothill Expressway and El
Camino Real, and for developing grade separation alternatives for the Page Mill/Foothill Expressway-
Junipero Serra Boulevard intersection.
3. Expressway Plan 2040 – Funded and managed by the County of Santa Clara to develop a long-range plan
for improving, operating, and maintaining the County expressway system. This Plan conducted the baseline
traffic analysis and traffic forecasts for the Oregon-Page Mill Expressway.
Oregon-Page Mill Expressway is approximately 4.7 miles long and extends between I-280 to the west and
US-101 to the east. Oregon-Page Mill Expressway is the sixth highest volume expressway within the County,
carrying over 134,000 vehicles per day within its two travel lanes in each direction. While Oregon-Page Mill
Expressway does not appear to be heavily utilized as a connection roadway between I-280 and US-101, its
access to both regional freeways makes it a vital connection for Los Altos Hills, Palo Alto, Stanford and the
Stanford Research Park residents and employees. Oregon-Page Mill Expressway is also a heavily utilized bicycle
corridor, providing connections to the numerous nearby open spaces, including Pearson-Arastradero Preserve,
Foothills Park, Esther Clark Park, and the Baylands Nature Preserve.
NEED FOR TRAFFIC AND ACTIVE TRANSPORTATION IMPROVEMENTS
VEHICLE CIRCULATION
The intersection of Page Mill Road with Foothill Expressway has long been identified as a problem location
within the County Expressway System. The 2003 Comprehensive County Expressway Planning Study (2003
Expressway Study) identified the intersection as deficient in both existing (Year 2001) and future (Year 2025)
conditions. Since the 2003 Expressway Study, traffic volumes on Oregon-Page Mill Expressway have increased
substantially.
Page Mill Expressway Corridor Study Report | ES-2
FIGURE ES-1: CORRIDOR MAP
Executive Summary
May 2015
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Corridor Study Report
Page Mill Expressway
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Corridor Study Area Map
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Page Mill Expressway Corridor Study Report | ES-3
In 2013, most of the corridor operated at or above capacity. The intersection of Page Mill Road with Foothill
Expressway currently ranks as the third highest average delay throughout the entire countywide expressway
system. The segment between Foothill Expressway and I-280 was found to have volumes exceeding the roadway
capacity, associated with Level of Service (LOS) F.1 The operating conditions are projected to worsen in the
future with the proposed population and employment growth in the vicinity. Accounting for anticipated growth
out to Year 2025 and without any improvements, the Expressway Plan 2040 is projecting the entire Oregon-
Page Mill Expressway corridor to operate at LOS E or F. Such congestion will increase travel time along the
corridor and reduce mobility.
The change in LOS between 2003 and 2013, and the projected LOS in 2025, is shown in Figure ES-2.
FIGURE ES-2: YEAR 2003, YEAR 2013, AND YEAR 2025 LEVEL OF SERVICE ALONG OREGON-PAGE MILL
EXPRESSWAY
Source: Expressway Plan 2040 (URS, 2015)
Most corridor traffic on Oregon-Page Mill Expressway is heading to and from Stanford Research Park and not
traveling the length of the corridor. Traffic volumes are much higher on Page Mill Road west of the Stanford
Research Park than on Oregon Expressway. As a result of the lower volumes and recent intersection and traffic
signal improvements on Oregon Expressway, adequate capacity exists along Oregon Expressway such that it is
not a factor in the traffic congestion along Page Mill Road west of El Camino Real.
1 Level of service is a traffic engineering term used to grade vehicle flows and operations on traffic facilities, and identify those in need of improvement.
LOS ranges from A (best), which represents minimal delay, to F (worst), which represents heavy delay and a facility that is operating with significant congestion.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-4
The I-280 southbound and northbound ramps to/from Page Mill Road currently experience extremely heavy
congestion and queuing during the peak periods. The current configuration of the I-280 interchange is shown
as Figure ES-3. The all-way stop at the intersection of the I-280 southbound off-ramp with Page Mill Road
results in queuing backups that extend the full length of the southbound off-ramp onto the I-280 freeway
mainline throughout much of the morning peak period. Also in the morning peak period, Page Mill Road
becomes heavily congested eastbound, backing up from the Foothill Expressway intersection. Queuing on
eastbound Page Mill Road was observed to extend back from the Foothill Expressway intersection to the I-280
northbound off-ramp by the end of the weekday AM peak period, a distance of 1.2 miles. On some of the most
congested days, this queuing was observed to extend back along the I-280 northbound off-ramp to the I-280
northbound freeway mainline.
Caltrans has long been interested in implementing improvements at the interchange to improve circulation
and reduce safety concerns associated with ramp queues backing up onto the I-280 mainline and at the ramp
intersections. Caltrans has completed an I-280 Transportation Concept Report (2013) and a Traffic Operational
Analysis report that have identified the circulation and safety concerns at this intersection. This Page Mill
Expressway Corridor Study integrates the interchange improvement needs with the overall corridor improvement
needs to develop a comprehensive and coordinated set of improvement solutions.
CALTRANS PARK-AND-RIDE
A Caltrans-owned park-and-ride lot is currently located in the southwest corner of the I-280 southbound off-
ramp/Arastradero Road intersection with Page Mill Road. The lot provides 40 parking spaces, including two
disabled parking stalls. The park-and-ride lot is not used by any public transit service, but is used by some
privately operated buses and shuttles in addition to personal autos. Park-and-ride users during the week
include both local and regional residents that commute to employment locations, both north towards San
Francisco and south towards San Jose and Silicon Valley.
The park-and-ride lot is currently plagued by demand that exceeds available capacity, poor bus and auto
circulation, and the lack of dedicated loading/unloading areas. Excess demand for the park-and-ride lot results
in on-street parking along Page Mill Road west of I-280. The parking lot generally is fully occupied prior to 9:00
AM on weekdays.
ACTIVE TRANSPORTATION
In addition to the vehicle circulation needs, Page Mill Road is heavily utilized, particularly on weekends, by
bicyclists accessing the regional trail network and rural roadways from the western portion of the corridor.
Bicycle volumes on weekends are substantially higher than weekdays with over 100 bicycles per hour along
Page Mill Road between 8:00 AM and 12:00 PM. The existing bicycle infrastructure is limited and requires
challenging interactions with vehicles through the I-280 interchange. Of particular concern are the vehicle/
bicycle ramp conflicts which occur where there are two-lane, free-flowing on-ramps which forces a bicyclist to
cross more than one conflicting vehicle lane at a time.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-5
FIGURE ES-3: EXISTING I-280 INTERCHANGE CONFIGURATION
Executive Summary Improvements Study
Page Mill Road and Interstate 280
Existing Conditions
July 2014
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Page Mill Expressway Corridor Study Report | ES-6
The corridor has high pedestrian demand in some areas and only emergency/occasional use in others. Three
intersections along the corridor have the highest pedestrian activity; over 100 pedestrians were observed at El
Camino Real, Hanover Street and Foothill Expressway intersections. The I-280 interchange currently has very
limited pedestrian facilities, discouraging pedestrian use. No pedestrians were observed at the interchange
during either weekday peak traffic count period. However, on weekends, joggers have been observed to travel
through the interchange area.
LOCAL ACCESS
A number of single-family dwelling units are located on the north side of Page Mill Road, east of the I-280
interchange. These residences, located in the Town of Los Altos Hills, rely exclusively on Page Mill Road for
their access/egress. The approximately 19 dwellings along Christopher Lane have an unsignalized access point
and a median opening on Page Mill Road immediately east of the I-280 northbound ramps. The unprotected
turning movements into and out of Christopher Lane can be difficult at times, particularly during evening
congestion associated with access to I-280. Gerth Lane and parallel private driveways have their only access
to/from Old Page Mill Road, which has an unsignalized access point and a median opening on Page Mill Road
approximately 600 feet to the east of Christopher Lane. Similar to Christopher Lane, left-turn movements to/
from Old Page Mill Road can be difficult, particularly in the PM peak period. Additionally, the Old Page Mill
Road access is located along a horizontal curve at the base of a vertical curve along Page Mill Road. Sight
distance visibility is limited, further challenging movements from Old Page Mill Road.
DEVELOPMENT OF IMPROVEMENT CONCEPTS
Improvements are proposed as part of this Corridor Study to address the identified challenges along Page Mill
Expressway. The improvements were developed as part of several individual, but coordinated, project efforts.
The corridor was divided into the following segments:
• I-280 Interchange Configuration
• Page Mill Road from I-280 Interchange to El Camino Real
Improvements to the I-280 interchange configuration are focused on improving bicycle circulation, local access,
traffic flow, and circulation around the park-and-ride lot through a reconfiguration of the ramps, changes to
intersection control, and provision of active transportation facilities. Three distinct concepts were considered for
reconfiguring the I-280 interchange in order to improve traffic, bicycle, and pedestrian circulation. The concepts
included varying strategies of intersection control, ramp configuration, and bicycle facility configuration.
Measures to address existing park-and-ride deficiencies were incorporated into the improvement concepts.
There are two primary traffic circulation challenges at the I-280 interchange. One is the limitation of capacity
provided by the all-way stop control at the I-280 southbound off-ramp and the resulting queuing backup
along the I-280 southbound off-ramp. The other is queues extending along Page Mill Road between
Foothill Expressway and the interchange area. The latter challenge cannot be addressed by modifications to
the interchange alone. Increasing the throughput of the interchange would merely increase the eastbound
queues approaching Foothill Expressway. Therefore, any improvements to the interchange would need to be
implemented in conjunction with or subsequent to improvements at the Page Mill Road/Foothill Expressway
intersection and along Page Mill Road between the interchange and Foothill Expressway. All improvement
concepts for the interchange thus assume widening of Page Mill Road to six lanes and accompanying
improvements at the Foothill Expressway intersection.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-7
Improvements between the interchange and Foothill Expressway include roadway widening and active
transportation facilities. Improvements at the intersection of Page Mill Road with Foothill Expressway are
focused on grade separation configurations. Three different grade separation alternatives were analyzed
to identify their cost, visual impact, and effect on circulation to/from nearby adjacent roadways. Finally,
improvements between Foothill Expressway and El Camino Real include intersection improvements to improve
intersection efficiency and reduce queuing impacts.
The project team worked closely with Town of Los Altos Hills, City of Palo Alto, Caltrans, and VTA staff in
identifying potential improvements and in the evaluation of those improvements. The improvement concepts
under consideration were presented for discussion and community feedback at three public meetings in
November and December 2014. Improvement concept plans were presented for the Page Mill Road widening,
Foothill Expressway grade separation and other proposed intersection improvements along Oregon-Page Mill
Expressway. In addition, videos of the I-280 interchange micro-simulation models for each of the improvement
concepts in future year conditions were presented and discussed with the public.
The I-280/Page Mill Road interchange area received the greatest amount of interest with overall support
for widening Page Mill Road between I-280 and Foothill Expressway to relieve current congestion before
any changes are made at the interchange itself. Residents on the west side of the interchange encouraged
alternatives to signalizing the freeway ramps and were receptive to the roundabout concept. Residents near
Foothill Expressway were open to grade separation concepts for the Page Mill Road/ Foothill Expressway
intersection.
RECOMMENDED CORRIDOR CONCEPT
The improvements proposed for the Page Mill Road corridor are depicted in Figure ES-4. The description of the
improvements are discussed by location: I-280 Interchange, Old Page Mill Road (west) to Foothill Expressway,
and Foothill Expressway to El Camino Real.
I-280 INTERCHANGE
Figure ES-5 depicts the configuration of the recommended concept for the I-280 interchange. Key components
of this concept include:
• Installation of a roundabout to serve the I-280 southbound off-ramp, Page Mill Road, Arastradero Road, and
the eastbound Page Mill Road to I-280 southbound on-ramp;
• Signalization of the I-280 northbound ramps;
• Shift of the eastbound Page Mill Road to I-280 northbound on-ramp to the new northbound ramp intersection;
• Creation of a frontage road between Christopher Lane and Old Page Mill Road, shifting access between
Page Mill Road and Christopher Lane, the private driveway, and Gerth Lane to Old Page Mill Road, and
signalization of the Old Page Mill Road intersection;
• Provision of a dedicated westbound right-turn lane to the I-280 northbound on-ramp;
• New signalized pedestrian crossing at the I-280 northbound ramps intersection; and
• Provision of a bi-directional shared use path on the north side of Page Mill Road between the park-and-ride
and frontage road connection to Old Page Mill Road. The shared use path would pass beneath the I-280
southbound on- and off-ramps.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-8
FIGURE ES-4: PROPOSED IMPROVEMENTS ALONG OREGON-PAGE MILL EXPRESSWAY
Traffic circulation patterns would generally be consistent with current movements, except for local access to
the neighborhood north of Page Mill Road, east of the interchange. Access for this neighborhood would be
modified by the provision of the frontage road. This would serve to improve accessibility for the neighborhood
by providing full movements at the proposed signal at Old Page Mill Road.
Bicycle circulation would be enhanced with a few geometric changes and the shared-use path. Continuous
on-street striped bike lanes would be provided in both directions through the interchange area. The westbound
Page Mill Road to I-280 southbound loop on-ramp would be reduced to one lane from the current two-lanes to
simplify the conflict between bicycles and vehicles and allow the bike lane to shift to being adjacent to the curb.
The shared-use path would provide for bicycle travel through the interchange area by less skilled cyclists. The
shared use path would connect to the low-volume frontage road and provide direct access to the heavily used
bike route on Old Page Mill Road, allowing eastbound cyclists to avoid having to make a left-turn across Page
Mill Road. At a design speed of 25 MPH, the roundabout is also a viable option for those bicyclists choosing not
to use the shared-use path.
Pedestrian circulation would be similarly enhanced with the shared-use path. In addition, sidewalk gaps on the
south side of Page Mill Road would be closed to allow for pedestrian travel on both sides of the roadway.
Bicycle and pedestrian circulation features are shown in Figure ES-6.
Executive Summary
Freeway Interchange
Improvements
Expressway Widening
for Capacity/LOS
Trail Improvements
Full or Partial Grade
Separation/Interchange
Intersection Improvement
for Safety/Operations
Intersection Improvement
for LOS
PAGE MILL RDPAGE MILL RD
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Page Mill Expressway Corridor Study Report | ES-9
FIGURE ES-5: INTERCHANGE CONCEPT
Executive Summary
Concept 3 - Roundabout Concept
N
NOT TO SCALE
Improvements Study
Page Mill Road and Interstate 280
February 2015
Modified Roadway Geometry
for Bike and Pedestrian Safety
Widen to Create Dedicated
Right-turn Lane
(requires roadway expansion)
New Roundabout
Reconfigure NB Off-ramp to
Accommodate New Traffic Signal
(requires roadway realignment)
Reconfigured
Park-and-Ride Lot
Implement Two-way Traffic Circulation
along Old Page Mill Road
(requires roadway realignment)
Shift Access to/from
Christopher Lane to
Old Page Mill Road
New Traffic Signal
New Traffic Signal
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Reduce to a Single-Lane
On-Ramp Approach
Reconfigure NB On-ramp to
to Increase Merge Distance
and Improve Bike Safety
Page Mill Expressway Corridor Study Report | ES-10
FIGURE ES-6: INTERCHANGE CONCEPT – BICYCLE AND PEDESTRIAN FEATURES
Executive Summary Improvements Study
Page Mill Road and Interstate 280
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Concept 3 - Roundabout Concept
Bike and Pedestrian Facilities
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February 2015
Old Page Mill Road
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LEGEND
On-Street Bike Facilities
Pedestrian Facilities
Shared Use Path
Widen Existing
Shared Use Path
New Sidewalk
New Bi-Directional
Shared Use Path
Bike Lanes
Bike Lanes
Bikes OK to Travel
in Shoulders
New Bi-Directional Shared Use
Path in Undercrossing Beneath
Ramps
New Shared Use Path
Extends to Existing Path
at Deer Creek
New Signalized
Pedestrian and
Bicycle Crossing
New Bi-Directional
Shared Use Path
Two-Stage Left-Turn for Eastbound
Cyclists to Access Shared Use Path
to Old Page Mill Road
New Bi-Directional
Shared Use Path
Bike Slot
Extend Sidewalk
Page Mill Expressway Corridor Study Report | ES-11
This concept received the most popular support from stakeholders and the community. The following comment
themes were received regarding this concept:
• It appeared to be the most effective at addressing the existing and future traffic flows through the interchange;
• It maintained the community’s desire for a rural environment;
• The shared-use path combined with the bike lanes provided bicycle facilities to serve the full spectrum of
bicycle riders;
• Some members of the community expressed concern about the park-and-ride lot reconfiguration included in
this concept to provide for on-site bus circulation; and
• Some members of the community expressed interest in considering a roundabout for the northbound ramps
as well.
The concept will undergo further review and refinement as part of a detailed environmental review process
and further design development. The concept will also require further vetting and analysis by Caltrans prior to
design approval.
ROUNDABOUT VERSUS SIGNAL FOR I-280 NORTHBOUND RAMPS
(EAST SIDE OF INTERCHANGE)
Caltrans has adopted a policy whereby both roundabouts and signalization will be considered for all locations
where intersections meet the required warrants and an improvement is being implemented. A detailed
evaluation process, known as an Intersection Control Evaluation (ICE), will be performed by Caltrans to
identify the appropriate solution for each location. As the I-280 interchange is under Caltrans jurisdiction, an
ICE will be required prior to detailed design and construction of improvements at this location. At that time, a
roundabout will be further considered for the I-280 northbound ramps intersection. It should be noted, however,
that a roundabout on this side of the interchange faces significantly more challenges than are present for the
installation of a roundabout on the west side of the interchange.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-12
PARK-AND-RIDE LOT
The concept identified opportunities to improve the Caltrans park-and-ride lot located at the southwest corner
of the Page Mill Road and Arastradero Road intersection. By shifting the alignment of Arastradero Road to
feed into the roundabout, the park-and-ride lot can be reconfigured to provide an internal circulation pattern
that does not require illegal maneuvers, driveway blockages, or extensive out-of-direction travel for buses. The
reconfigured lot would have roughly the same number of spaces as the existing lot.
The community has expressed concerns regarding the existing location and heavy utilization of the Caltrans
park-and-ride lot. Caltrans and VTA are encouraged to identify other park-and-ride lot locations in the I-280
corridor to relieve the overcrowding at the Page Mill Road park-and-ride lot. The community has also requested
that the project team consider alternative locations for the park-and-ride lot. As it is a Caltrans-owned lot,
alternative areas within Caltrans jurisdiction at the interchange were reviewed. One potential location would be
the Caltrans Corporation Yard, located in the triangular area between the I-280 northbound on-ramp, I-280,
and Page Mill Road. This area currently houses a Caltrans maintenance facility and a number of cellular towers.
The provision of a park-and-ride lot in this area would require relocation of both facilities to alternate sites. A
preliminary concept was developed for the relocation of the lot to this area that would provide a greater number
of parking spaces than the existing lot and would provide an efficient circulation pattern. Relocation of the
park-and-ride lot to this location has not been reviewed by Caltrans staff. It can be studied further by Caltrans
when funding is available to proceed into the Project Report/Environmental Document phase for the interchange
improvements.
INTERIM BICYCLE IMPROVEMENTS THROUGH THE INTERCHANGE
The potential interchange improvements identified in this report will likely take years to secure funding and
proceed through all the necessary Caltrans studies and approval processes. Some members of the bicycling
community have requested that interim improvements similar to the bicycle treatments through the I-280/Alpine
Road interchange be considered. Page Mill Road experiences much higher traffic volumes than Alpine Road,
making the exact bicycle treatments used on Alpine Road not feasible. However, as indicated in Figure ES-7, a
number of enhanced bicycle treatments are feasible for implementation, including:
• Provision of eastbound bike lanes;
• Striping of buffered bike lanes in both directions;
• Demarcation of bike lanes with green paint, including dashed green paint in conflict areas;
• Modifications to vehicle lane alignments to clearly define areas where vehicles would yield to bicyclists; and
• Reduction in the westbound Page Mill Road to I-280 southbound on-ramp from two lanes to one lane,
reducing the number of lanes that will need to be crossed by westbound bicyclists.
While these interim improvements would not fully address many of the existing challenges faced by bicyclists
traveling through the intersection, collectively they serve to increase the visibility of bicycle facilities and reduce
the complexity of existing conflict points.
These improvements have not yet proceeded into the Caltrans review and approval process. Modifications to the
concept may be required subsequent to Caltrans review and further design development.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-13
FIGURE ES-7: INTERIM BICYCLE CIRCULATION IMPROVEMENT CONCEPT
Executive Summary
Page Mill Expressway Corridor Study Report | ES-14
OLD PAGE MILL ROAD (WEST) TO FOOTHILL EXPRESSWAY
Traffic demand on Page Mill Road between the I-280 interchange and El Camino Real was found to exceed
capacity by Year 2025, with the segment between the interchange and Foothill Expressway experiencing the
highest level of congestion. As a result, improvements have been identified for this section of the roadway. The
improvements can be grouped into three categories with different characteristics and implementation strategies:
• Widening of Page Mill Road from four to six lanes between Old Page Mill Road and Foothill Expressway;
• Grade separation of Foothill Expressway with Page Mill Road; and
• Intersection improvements along Page Mill Road between Foothill Expressway and El Camino Real.
PAGE MILL ROAD BETWEEN OLD PAGE MILL ROAD (WEST) AND FOOTHILL EXPRESSWAY
This segment needs additional travel lanes to handle existing and future demand on the corridor. The
recommended improvements along Page Mill Road in this segment were developed based on numerous design
constraints and criteria including:
1. Minimize grading impacts to hillsides;
2. Limit additional right of way needs; and
3. Maintain a continuous Class I multi-use trail from I-280 to Foothill Expressway.
The eastbound direction of Page Mill Road would be widened from the current lane drop just east of Old Page
Mill Road through the Foothill Expressway intersection. The westbound direction of Page Mill Road would be
widened from immediately west of Foothill Expressway to the I-280 northbound on-ramp. The additional lanes
would primarily be provided within the existing roadway width by replacing the existing median and reducing
lane widths to 11 feet. Minimal widening would be required on the south side of the roadway.
In conjunction with the roadway widening project, a Class I multi-use trail would be provided along the south
side of the roadway between the I-280 interchange and Deer Creek Road. At Deer Creek Road, it would
connect to the existing Class I trail that extends to the Foothill Expressway intersection. The new trail would
require grading on the south side of the roadway, but would not require any right-of-way, except for a small
sliver near Deer Creek Road.
In addition, a Class I multi-use trail would be provided between the eastern terminus of Old Page Mill Road
and Foothill Expressway to provide an improved connection for cyclists using Old Page Mill Road to travel
between the interchange and Foothill Expressway. The multi-use trail would provide a connection to the Stanford
Perimeter Trail, which runs to the north along Junipero Serra Boulevard. The existing eastern one-way vehicular
connection from Page Mill Road to Old Page Mill Road would be closed to traffic except emergency vehicles.
Along with the roadway widening would be minor improvements to the approaches of the Page Mill Road
and Foothill Expressway intersection. These improvements include lengthening of turn pockets on southbound
Junipero Serra Boulevard and re-alignment of Page Mill Road east of the intersection to align with the widened
roadway west of the intersection.
A related project along this section of Page Mill Road are improvements to the Page Mill Road and Coyote Hill
Road intersection. This intersection is currently an unsignalized location with full access from Coyote Hill Road
onto Page Mill Road. This is one of only a few locations along the countywide expressway system that has
an unsignalized median opening. For all such locations, the County is considering either closing the median
Executive Summary
Page Mill Expressway Corridor Study Report | ES-15
or controlling the location by signalization. The near-term increase of traffic volumes on Coyote Hill Road, in
addition to the future widening of Page Mill Road, would result in a safety and level of service issue with the
current unsignalized, side-street stop-controlled configuration. Based on a circulation evaluation, the County has
identified signalization as the preferred solution at Coyote Hill Road.
PAGE MILL ROAD/FOOTHILL EXPRESSWAY GRADE SEPARATION
The Page Mill Road/Foothill Expressway intersection currently experiences the third highest amount of delay of
any intersection in the countywide expressway system. In the AM peak period, it causes backups along Page Mill
Road that extend more than a mile to the west to I-280. Therefore, the County evaluated a grade separation at
this intersection. In each of the grade separation concepts, the heavy through traffic on Page Mill Road would
be separated from movements along and to/from Foothill Expressway-Junipero Serra Boulevard.
The recommended improvements at Page Mill/Foothill Expressway-Junipero Serra Boulevard intersection were
developed based on numerous design constraints and criteria including:
• Separate and eliminate signal for Page Mill Road through traffic;
• Minimize utility conflicts with proposed improvements;
• Limit additional right of way needs;
• Maintain aesthetic value; and
• Accommodate bicycles and pedestrians approaching and through the intersection.
Three concepts were evaluated for the grade separation using different configurations in which the expressway
goes over and under Foothill Expressway-Junipero Serra Boulevard. It was decided not to select a preferred
grade separation concept for the Page Mill Road/ Foothill Expressway-Junipero Serra Boulevard intersection.
The three grade separation concepts will be available for further study in the future when the project is ready to
proceed. Given the significant cost of grade separation, this improvement is considered a long-term solution.
At-grade improvements, including a third eastbound through lane, will be pursued at this intersection to improve
traffic flow in the interim.
FOOTHILL EXPRESSWAY TO EL CAMINO REAL
While the segment of Page Mill Road between Foothill Expressway and Ramos Way is projected to operate
at LOS E by Year 2025, it does not have the level of congestion experienced west of Foothill Expressway.
Furthermore, this segment of Page Mill Road is highly constrained due to fronting businesses and numerous
driveways. Therefore, improvements for this segment include intersection-specific improvements, developed to
increase intersection capacity and throughput.
Improvements were developed at each of the signalized intersections along this segment. The primary
improvements are:
• Page Mill Road & Hanover Street Intersection — Add a northbound and southbound left turn lane and
convert the signal to an 8-phase operation. Convert Hanover Street to one-through lane in each direction and
add bike lanes;
• Page Mill Road & El Camino Real Intersection — Modify alignment of westbound left-turn lane to
provide additional left-turn storage capacity, provide a dedicated westbound right-turn lane, extend bike
lanes, and possibly eliminate the eastbound right-turn pork-chop island (will require further study).
Executive Summary
Page Mill Expressway Corridor Study Report | ES-16
IMPROVEMENT COST
Table ES-1 below lists the Page Mill Corridor improvements with the opinion of probable costs for each
improvement
TABLE ES-1: IMPROVEMENT COST ESTIMATE SUMMARY
Improvement Opinion of Probable Cost
Interim Bicycle Improvements at the I-280 Interchange $0.2 Million
I-280 Interchange Improvements $19.7 Million
Widening of Page Mill Road to 6-lanes from Old Page Mill Road
to Foothill Expressway $17.0 Million
Provision of a Trail on the South Side of Page Mill Road between
Deer Creek Road and the I-280 Interchange $6.0 Million
Grade Separation of Foothill Expressway intersection $44.2 Million to $49.3 Million1
At-Grade Intersection Improvements between Foothill Expressway
and Ramos Way $2.7 Million
Intersection Improvements at El Camino Real $2.4 Million
Total $92.2 Million to $97.3 Million
Sources: Kimley-Horn (2015) and Page Mill Road Expressway Conceptual Plan - Technical Memorandum, HMH (2015)
1 Range in costs reflects the three grade separation options under consideration
PHASED IMPROVEMENT STRATEGY
A phasing order has been established based on the immediacy of improvement needs while ensuring the
effectiveness of the transportation network at the conclusion of each phase. The phasing is shown in
Figure ES-8 and the timing for each phase is listed below.
• Interim Improvement — Bicycle Improvements through Interchange: Implement when funding is available.
Still requires further engineering design development and Caltrans review.
• Phase 1 — Widen Page Mill Expressway: When funding becomes available. Includes at-grade improvements
at Foothill Expressway–Junipero Serra Boulevard intersection. Includes trail extension from Deer Creek Road
to I-280 interchange. Requires minor right-of-way acquisition.
• Phase 2 — I-280 Interchange Improvements: Could be implemented at same time as Page Mill Road
widening if enough funding is available. Otherwise, would follow Page Mill Road widening. Includes bicycle
and pedestrian enhancements, including shared-used paths, sidewalks, and crosswalks. Includes park-and-
ride improvements at the existing or an alternate location. The preferred intersection control strategy for the
I-280 northbound ramps intersection will be determined through a Caltrans ICE.
• Phase 3 — Grade Separation for Page Mill Road/Foothill Expressway-Junipero Serra Boulevard Intersection:
Long-term project to follow other improvements. Phase 1 (widening eastbound Page Mill Road to three lanes
through the intersection) will provide short term congestion relief; however, grade separation will be required
in the long term as traffic demand grows.
• Foothill Expressway to El Camino Real Intersection Improvements — These relatively simple, low
cost improvements can be implemented at any time and need not be connected to the phasing strategy for
improvements west of Foothill Expressway.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-17
Improvements Study
Page Mill Road and Interstate 280
Project Phasing
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Phase 1 - Widening of Page Mill
Road to 3 lanes in each direction
Phase 3 - Grade Separation of Page
Mill Road at Foothill Expressway
Phase 2 – Circulation improvements at the
I-280 interchange and at Old Page Mill Road.
Includes bicycle and pedestrian facilities.
Interim Improvements - Striping
improvements to benet bicycle circulation
FIGURE ES-8: PROPOSED PAGE MILL ROAD IMPROVEMENT PHASING
Executive Summary
Page Mill Expressway Corridor Study Report | ES-18
BENEFITS OF IMPROVEMENTS
The proposed improvements were evaluated for their effectiveness in improving traffic circulation, bicycle
connectivity, and pedestrian connectivity.
I-280 INTERCHANGE TO FOOTHILL EXPRESSWAY
The improvement concepts between the I-280 interchange and Foothill Expressway were evaluated using a
micro-simulation tool in order to assess the overall network-wide effect of the improvements. All interchange
improvements were analyzed assuming that Page Mill Road would be widened to six lanes between the I-280
interchange and Foothill Expressway. This widening includes an additional eastbound through lane on Page
Mill Road through the Foothill Expressway intersection.
EXISTING VOLUMES
Table ES-2 identifies the delay and level of service for intersections between the I-280 interchange and Foothill
Expressway with the roundabout improvement concept using existing traffic volumes.
TABLE ES-2: INTERSECTION LEVEL OF SERVICE WITH PAGE MILL ROAD IMPROVEMENTS –
EXISTING VOLUMES
Intersection
Existing Roundabout Concept and Page Mill
Road Widening
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Delay
(s)LOS Delay
(s) LOS Delay
(s) LOS Delay
(s) LOS
Arastradero Road/
I-280 SB Ramps AWSC1 171.9 F 15.7 B RAB3 25.3 C 9.7 A
I-280 NB Ramps SSSC2 127.2 F 8.3 A Signal 4.5 A 8.2 A
Old Page Mill Road SSSC2 5.6 A 9.1 A Signal 1.3 A 4 A
Deer Creek Road Signal 59.0 E 11.8 B Signal 7.2 A 9.2 A
Foothill Expressway4 Signal 84.4 F 108.5 F Signal 31.1 C 43.4 D
Notes:Delay is based on average vehicle delay for all entering vehicles at signalized, roundabout and all-way stop intersections. Delay is based
on average vehicle delay for the side-street movements at side-street stop-controlled intersections.
1 AWSC = All-way Stop Control
2 SSSC = Side-street Stop Control
3 RAB = Roundabout
4 Assumed improvements at the Foothill Expressway intersection include a third eastbound through lane. Does not include grade separation in this scenario.
As shown in Table ES-2, the improvement concept would result in acceptable operations for all study
intersections with existing volumes. The intersection of Page Mill Road and Foothill Expressway would operate
at an acceptable level of service with the widening of Page Mill Road to six lanes and the third eastbound lane
extending through the Foothill Expressway intersection.
The travel time during the peak periods between the interchange and Foothill Expressway was measured with
the improvement concept using the micro-simulation model. Table ES-3 identifies the travel times between
I-280 and Foothill Expressway.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-19
TABLE ES-3: TRAVEL TIMES WITH PAGE MILL ROAD IMPROVEMENTS – EXISTING VOLUMES
Segment Limits Period
Existing
Roundabout Concept with Page Mill Road
Widening
Travel Time
(min)
Travel Time
(min)∆% Change
Between I-280
NB and Foothill
Expressway
AM 7.8 3.1 - 4.7 min - 60%
PM 6.9 3.0 - 3.9 min - 57%
Between I-280
SB and Foothill
Expressway
AM 9.1 3.6 - 5.5 min - 60%
PM 6.5 3.6 - 2.9 min - 45%
Notes: Travel times are for the peak direction. AM peak direction is eastbound and PM peak direction is westbound.
As shown in the table, the concept would provide substantial travel time benefits compared to the baseline
scenario.
YEAR 2025 VOLUMES
The improvement concepts were evaluated under Year 2025 conditions to ensure that they will adequately
support projected future growth in the area. Future year forecasts were developed based on the regional travel
demand model, which accounts for employment and population growth contained in city and County General
Plans. Table ES-4 identifies the delay and level of service for intersections between the I-280 interchange and
Foothill Expressway with Year 2025 volumes.
TABLE ES-4: INTERSECTION LEVEL OF SERVICE WITH PAGE MILL ROAD IMPROVEMENTS –
YEAR 2025 VOLUMES
Intersection
Page Mill Road Widening Only
Roundabout Concept with Page Mill
Road Widening1
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Delay (s)LOS Delay (s)LOS Delay (s)LOS Delay (s)LOS
Arastradero Road/
I-280 SB Ramps AWSC2 231.6 F 23.8 C RAB4 21.5 C 21.9 C
I-280 NB Ramps SSSC3 66.9 F 10.1 B Signal 6.6 A 8.5 A
Old Page Mill Road SSSC3 5.4 A 6.9 A Signal 2.1 A 6.6 A
Deer Creek Road Signal 47 D 6.3 A Signal 12.8 B 6.0 A
Foothill Expressway Signal 131.0 F 102.6 F Signal 103.9 F 98.7 F
Notes:Delay is based on average vehicle delay for all entering vehicles at signalized, roundabout and all-way stop intersections.
Delay is based on average vehicle delay for the side-street movements at side-street stop-controlled intersections.
1 Includes at-grade improvements at Foothill Expressway intersection but no grade separation
2 AWSC = All-way Stop Control
3 SSSC = Side-street Stop Control
4 RAB = Roundabout
As shown in Table ES-4, the interchange movements operate acceptably with the roundabout concept. The
roundabout reduces the morning peak period delay at the I-280 southbound ramps intersection by over 90
percent. However, without grade separation of Page Mill Road through movements at Foothill Expressway, the
intersection of Foothill Expressway would operate at a deficient level of service.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-20
The grade separation of Page Mill Road through movements at this location is sufficient to improve the
operations of the intersection to an acceptable LOS C. The grade separation significantly reduces delay at the
Foothill Expressway intersection but increases delay at Deer Creek Road and the I-280 interchange intersections
in the PM peak period by eliminating an existing bottleneck that meters westbound Page Mill Road traffic.
The travel time during the peak periods between the interchange and Foothill Expressway with implementation
of the recommended improvements was measured using the micro-simulation model. Table ES-5 identifies the
travel times between I-280 and Foothill Expressway with the interchange improvement concept and Page Mill
Road widening.
TABLE ES-5: TRAVEL TIMES WITH PAGE MILL ROAD IMPROVEMENTS – YEAR 2025 VOLUMES
Segment Limits Period
Page Mill Road
Widening Only
Roundabout Concept with
Page Mill Road Widening1
Travel Time (min)
Travel Time
(min)∆% Change
Between I-280
NB and Foothill
Expressway
AM 6.7 4.2 - 2.5 min - 37%
PM 2.8 3.2 + 0.4 min + 14%
Between I-280
SB and Foothill
Expressway
AM 10.3 4.6 - 5.7 min - 55%
PM 3.2 3.4 + 0.2 min + 6%
Notes:Travel times are for the peak direction. AM peak direction is eastbound and PM peak direction is westbound.
1 Includes at-grade improvements at Foothill Expressway intersection but no grade separation
The improvements would result in a substantial travel time savings in the eastbound direction in the morning
compared to the baseline scenario. Eastbound travel time from the I-280 southbound ramps would be reduced
from 10.3 minutes in the baseline scenario to 4.6 minutes with the improvements, a reduction of 55 percent.
Westbound travel times along Page Mill Expressway west of Foothill Expressway would slightly increase in the
evening peak period. The increased capacity with at-grade improvements at Foothill Expressway increases the
throughput of that intersection, thereby increasing the number of vehicles approaching the I-280 interchange in
the PM peak period.
The grade separation of Foothill Expressway would further benefit eastbound travel time in the morning peak
period and reduce intersection delay at the Foothill Expressway intersection for Page Mill Road movements. It
would also increase the number of vehicles approaching the I-280 interchange by reducing vehicle queuing on
Page Mill Road approaching Foothill Expressway.
BICYCLE AND PEDESTRIAN CIRCULATION
The improvement concept would substantially improve bicycle and pedestrian circulation from existing
conditions by providing dedicated facilities and reducing conflict points.
FOOTHILL EXPRESSWAY TO EL CAMINO REAL
Traffic circulation with implementation of the proposed improvements along Page Mill Expressway east of
Foothill Expressway were analyzed as part of the Expressway Plan 2040 effort. The roadway segment level of
service with and without the improvements is shown in Table ES-6.
Executive Summary
Page Mill Expressway Corridor Study Report | ES-21
TABLE ES-6: ROADWAY SEGMENT LEVEL OF SERVICE – 2025 BUILD CONDITIONS
Segment
Peak
Hour
No Build 2025 Build 2025
Segment
Capacity
Link
Volume V/C1 LOS
Segment
Capacity
Link
Volume V/C1 LOS
I-280 to Foothill
Expressway
AM
3,760
3,788 1.01 F
5,660
4,029 0.71 C
PM 3,820 1.02 F 4,445 0.79 C
Foothill
Expressway to
Ramos Way
AM 3,400 3,387 1.00 E 3,910 3,438 0.88 D
PM 3,300 0.94 E 3,411 0.87 D
Ramos Way to
Birch Street
AM 3,400 3,647 1.07 F 3,910 3,699 0.95 E
PM 3,434 1.01 F 3,719 0.95 E
Source: Expressway Plan 2040, Comprehensive County Expressway Planning Study Traffic Forecasting Methodology, Existing, 2025 and 2040 Traffic Conditions (URS, 2015)
1 V/C = Volume-to-Capacity Ratio
As shown in the table, the deficient LOS F segments along Page Mill Road would be improved to operate at LOS
E or better with the identified improvements.
NEXT STEPS
The Page Mill Road Expressway Corridor improvements identified in this report will be incorporated into the
Expressway Plan 2040 report. It is likely that all of the Page Mill Road corridor projects will be incorporated into
the Tier 1 (highest priority) list of projects, with the exception of the grade separation at Foothill Expressway-
Junipero Serra Boulevard, which is likely to be a Tier 3 project.
PROJECT DEVELOPMENT
The next step in project development varies by project. Projects located within Caltrans right-of-way (I-280
interchange and El Camino Real) require additional Caltrans studies and approvals prior to proceeding into
design and environmental review. For a project as complex as the I-280 interchange modifications, Caltrans
will require additional alternatives analysis building on the work conducted as part of this study.
Projects outside of Caltrans right-of-way (Page Mill Expressway widening and the various intersection
improvements) can proceed into design and environmental review when funding is available. Community
outreach will be an integral part of the design and environmental process.
FUNDING
The Expressway Plan 2040 does not provide funding for projects. It identifies and prioritizes improvement
projects, setting the stage for acquiring grants and for cities to collect traffic impact fees and/or condition
developers to provide improvements. Most of the Tier 1 projects have potential funding sources already
identified for at least a portion of the project costs. These funding sources include city traffic impact fees and
development mitigations, bicycle-improvement related grants, and Caltrans safety improvement grants. The
County, working in partnership with the cities, VTA, and Caltrans, will pursue all potential funding sources to
move these projects forward with implementation based on the phasing strategy.
Executive Summary
Page Mill Expressway Corridor Study Report | i
Table of Contents
1. INTRODUCTION 1
1.1 OREGON-PAGE MILL EXPRESSWAY OVERVIEW ................................................................................................1
2. PROJECT NEED 4
3. EXISTING AND FUTURE BASELINE CONDITIONS 7
3.1 EXISTING CORRIDOR-WIDE TRAFFIC PATTERNS..............................................................................................7
3.2 EXISTING TRAFFIC PATTERNS AT THE I-280 INTERCHANGE ............................................................................7
3.3 CALTRANS PARK-AND-RIDE ...........................................................................................................................14
3.4 BICYCLE TRAVEL .............................................................................................................................................14
3.5 PEDESTRIAN TRAVEL ......................................................................................................................................15
3.6 LOCAL ACCESS ..............................................................................................................................................15
3.7 TRANSIT SERVICE ...........................................................................................................................................17
3.8 LAND USE PATTERNS AND GROWTH ASSUMPTIONS ....................................................................................17
3.9 CORRIDOR HISTORY ......................................................................................................................................18
4. CAPACITY AND OPERATIONAL ANALYSIS 20
4.1 EXISTING CONDITIONS ................................................................................................................................20
4.2 FUTURE (2025) NO BUILD CONDITIONS ......................................................................................................22
5. PROPOSED IMPROVEMENTS 25
5.1 I-280 INTERCHANGE CONFIGURATION ......................................................................................................26
5.2 I-280 INTERCHANGE TO EL CAMINO REAL ..................................................................................................36
6. IMPROVEMENT EVALUATION 39
6.1 I-280 INTERCHANGE TO FOOTHILL EXPRESSWAY.........................................................................................39
6.2 FOOTHILL EXPRESSWAY TO US-101 ..............................................................................................................50
7. OUTREACH 52
Page Mill Expressway Corridor Study Report | ii
Table of Contents
8 RECOMMENDED CORRIDOR CONCEPT 53
8.1 I-280 INTERCHANGE ....................................................................................................................................53
8.2 PARK-AND-RIDE LOT .....................................................................................................................................57
8.3 INTERIM BICYCLE IMPROVEMENTS THROUGH THE INTERCHANGE .............................................................57
8.4 COYOTE HILL INTERSECTION .......................................................................................................................58
9. FUNDING, IMPLEMENTATION AND PHASING PLAN 62
8.1 I-280 TO FOOTHILL EXPRESSWAY .................................................................................................................62
8.2 FOOTHILL EXPRESSWAY TO EL CAMINO REAL ..............................................................................................62
10. NEXT STEPS 65
List of Figures
FIGURE 1: CORRIDOR MAP .................................................................................................................................2
FIGURE 2: YEAR 2003 AND YEAR 2013 LEVEL OF SERVICE ALONG PAGE MILL ROAD-OREGON EXPRESSWAY ..5
FIGURE 3: OREGON-PAGE MILL EXPRESSWAY TRAVEL PATTERNS–EASTBOUND DIRECTION, AM PEAK HOUR ..8
FIGURE 4: OREGON-PAGE MILL EXPRESSWAY TRAVEL PATTERNS–WESTBOUND DIRECTION ............................9
FIGURE 5: TRIP DISTRIBUTION TO/FROM STANFORD RESEARCH PARK–EXISTING CONDITIONS ....................10
FIGURE 6: TRIP DISTRIBUTION TO/FROM STANFORD RESEARCH PARK–YEAR 2025 CONDITIONS ...................11
FIGURE 7: EXISTING I-280 INTERCHANGE CONFIGURATION ..........................................................................12
FIGURE 8: EXISTING TRAFFIC VOLUMES AT THE I-280 INTERCHANGE .............................................................13
FIGURE 9: BICYCLE AND PEDESTRIAN CROSSING AND INTERSECTIONS .........................................................16
FIGURE 10: PEDESTRIAN TRAVEL ALONG EXPRESSWAY CORRIDOR ....................................................................16
FIGURE 11: EXISTING LAND USE .........................................................................................................................17
FIGURE 12: FUTURE EMPLOYMENT AND POPULATION GROWTH .......................................................................18
FIGURE 13: YEAR 2025 LEVEL OF SERVICE ALONG OREGON-PAGE MILL EXPRESSWAY .....................................23
FIGURE 14: PROPOSED IMPROVEMENTS ALONG PAGE MILL ROAD-OREGON EXPRESSWAY .............................26
FIGURE 15: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 1–SIGNALIZATION ...........................................28
FIGURE 16: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 1–
SIGNALIZATION, BICYCLE AND PEDESTRIAN FEATURES ..................................................................29
FIGURE 17: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 2–SB RAMP REALIGNMENT ...............................31
FIGURE 18: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 2– SB RAMP REALIGNMENT, BICYCLE AND PEDESTRIAN FEATURES .....................................................32
Page Mill Expressway Corridor Study Report | iii
Table of Contents
FIGURE 19: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 3–ROUNDABOUT ............................................34
FIGURE 20: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 3– ROUNDABOUT, BICYCLE AND PEDESTRIAN FEATURES ....................................................................35
FIGURE 21: PAGE MILL ROAD/I-280 INTERCHANGE REFINED CONCEPT 3–ROUNDABOUT ..............................54
FIGURE 22: PAGE MILL ROAD/I-280 INTERCHANGE REFINED CONCEPT 3–
ROUNDABOUT, BICYCLE AND PEDESTRIAN FEATURES ....................................................................55
FIGURE 23: PRELIMINARY CONCEPT FOR PARK-AND-RIDE LOT RECONFIGURATION OPTION .........................59
FIGURE 24: PRELIMINARY CONCEPT FOR PARK-AND-RIDE LOT RECONFIGURATION OPTION .........................60
FIGURE 25: INTERIM BICYCLE IMPROVEMENT CONCEPT ....................................................................................61
FIGURE 26: PROPOSED PAGE MILL ROAD PHASING ...........................................................................................63
List of Tables
TABLE 1: LEVEL OF SERVICE DEFINITION..........................................................................................................4
TABLE 2: ROADWAY SEGMENT LEVEL OF SERVICE - EXISTING (2013) CONDITIONS .....................................20
TABLE 3: INTERSECTION LEVEL OF SERVICE - EXISTING (2014) CONDITIONS (I-280 TO FOOTHILL EXPRESSWAY) ..................................................................................................21
TABLE 4: INTERSECTION LEVEL OF SERVICE – EXISTING (2013) CONDITIONS (PORTER DRIVE TO EL CAMINO REAL) ..............................................................................................21
TABLE 5: ROADWAY SEGMENT LEVEL OF SERVICE – 2025 NO BUILD CONDITIONS ......................................22
TABLE 6: INTERSECTION LEVEL OF SERVICE – IMPROVEMENTS WITH YEAR 2025 VOLUMES AND
NO FOOTHILL EXPRESSWAY GRADE SEPARATION ...........................................................................24
TABLE 7: INTERSECTION LEVEL OF SERVICE - 2025 NO BUILD CONDITIONS ................................................24
TABLE 8: INTERSECTION LEVEL OF SERVICE – IMPROVEMENTS WITH EXISTING VOLUMES AND NO FOOTHILL EXPRESSWAY GRADE SEPARATION ...........................................................................40
TABLE 9: TRAVEL TIMES – IMPROVEMENTS WITH EXISTING VOLUMES AND NO FOOTHILL EXPRESSWAY GRADE SEPARATION..........................................................................................................................41
TABLE 10: INTERSECTION LEVEL OF SERVICE – IMPROVEMENTS WITH YEAR 2025 VOLUMES AND NO FOOTHILL EXPRESSWAY GRADE SEPARATION ...........................................................................42
TABLE 11: INTERSECTION LEVEL OF SERVICE – IMPROVEMENTS WITH YEAR 2025 VOLUMES AND FOOTHILL EXPRESSWAY GRADE SEPARATION ...................................................................................................42
TABLE 12: TRAVEL TIMES – IMPROVEMENTS WITH YEAR 2025 VOLUMES AND NO FOOTHILL EXPRESSWAY GRADE SEPARATION.........................................................................................................................44
TABLE 13: TRAVEL TIMES – IMPROVEMENTS WITH YEAR 2025 VOLUMES AND WITH FOOTHILL EXPRESSWAY GRADE SEPARATION.........................................................................................................................44
TABLE 14: CONCEPT 3 INTERCHANGE OPERATIONS WITH POTENTIAL SHIFT IN TRAFFIC ..............................45
TABLE 15: I-280 INTERCHANGE IMPROVEMENT CONCEPT COMPARISON .................................................47-48
Page Mill Expressway Corridor Study Report | iv
Chapter #: Title
TABLE 16: FOOTHILL EXPRESSWAY GRADE SEPARATION IMPROVEMENT CONCEPT COMPARISON ................49
TABLE 17: ROADWAY SEGMENT LEVEL OF SERVICE – 2025 BUILD CONDITIONS ............................................50
TABLE 18: INTERSECTION LEVEL OF SERVICE – 2025 BUILD CONDITIONS ......................................................50
TABLE 19: IMPROVEMENT COST ESTIMATE SUMMARY ......................................................................................62
Appendices
APPENDIX A: PAGE MILL ROAD EXPRESSWAY CONCEPTUAL PLAN — TECHNICAL MEMORANDUM AND PLAN LINE (HMH, 2015)
APPENDIX B: I-280 INTERCHANGE IMPROVEMENT CONCEPT EVALUATION SUMMARY GRAPHICS
APPENDIX C: COYOTE HILL ROAD & PAGE MILL ROAD INTERSECTION ANALYSIS (KIMLEY-HORN, 2015)
APPENDIX D: PAGE MILL ROAD EXPRESSWAY CONCEPTUAL PLAN – PRELIMINARY PROJECT COST ESTIMATE SUMMARY (HMH, 2015)
APPENDIX E: SCREENSHOTS OF MICRO-SIMULATION MODELS PRESENTED AT PUBLIC MEETINGS
APPENDIX F: COMMUNITY OUTREACH SUMMARIES AND COMMENT LETTERS RECEIVED
APPENDIX G: PLAN VIEW CONCEPTS OF REFINED CONCEPT 3 – ROUNDABOUT
APPENDIX H: ROUNDABOUT CONCEPT OPINION OF PROBABLE COST
Table of Contents
Page Mill Expressway Corridor Study Report | 1
1. Introduction
The purpose of the Page Mill Road Expressway Corridor Study is to identify improvements to improve traffic flow
and support active transportation modes for the Page Mill Road segment of the Oregon-Page Mill Expressway.
The Page Mill Road segment extends from the I-280 interchange to Birch Street just west of the Caltrain tracks
(see Figure 1). This report combines the results of three separate, but coordinated, planning efforts:
1. I-280/Page Mill Interchange Study – Funded and managed by the County of Santa Clara to study various
alternatives for reconfiguring Page Mill Road through the interchange to reduce freeway ramp backups,
enhance bicycle and pedestrian travel through the interchange area, and address operational and
community issues with the park-and-ride lot. An additional component of this Study was to evaluate
improvements to the Page Mill/Coyote Hill Road intersection in terms of corridor operations.
2. Page Mill Conceptual Plan Line Study – Funded by the City of Palo Alto and managed by the County of
Santa Clara to develop concept plans for widening Page Mill Road to six lanes and providing a continuous
trail from I-280 to Foothill Expressway, for improving intersections between Foothill Expressway and
El Camino Real, and for developing grade separation alternatives for the Page Mill Road and Foothill
Expressway/Junipero Serra Boulevard intersection.
3. Expressway Plan 2040 – Funded and managed by the County of Santa Clara to develop a long-range plan
for improving, operating, and maintaining the County expressway system. This Plan conducted the baseline
traffic analysis and traffic forecasts for the Oregon-Page Mill Expressway.
The report is organized into ten chapters. The first three chapters provide background information, an overview
of need for improvements, and summaries for existing and future transportation conditions. Information for the
entire Oregon-Page Mill Expressway is provided in these three chapters to help develop an understanding of
the needs for the Page Mill Road segment. The remaining chapters of the report focus on the Page Mill Road
segment of the expressway. These include chapters providing capacity and operational analyses, descriptions
and evaluations of the improvements studied and proposed, a summary of the public outreach conducted, the
recommended corridor concept, a phasing/implementation plan, and next steps.
1.1. OREGON-PAGE MILL EXPRESSWAY OVERVIEW
Oregon-Page Mill Expressway is approximately 4.7 miles long and extends between I-280 to the west and
US-101 to the east. The expressway has two travel lanes in each direction throughout its length. The far western
end of the expressway borders the Town of Los Altos Hills between I-280 and Old Page Mill Road. The corridor
between I-280 and Foothill Expressway is within County unincorporated area. East of Foothill Expressway, the
Expressway borders or is within the City of Palo Alto.
Oregon-Page Mill Expressway is one of a limited set of roadways providing connections to both I-280 and
US-101. Adjacent roadways providing that type of regional connection are located approximately five miles
away (Woodside Road in San Mateo County and SR-85). While Oregon-Page Mill Expressway does not appear
to be heavily utilized as a connection roadway between I-280 and US-101, its access to both regional freeways
makes it a vital connection for Los Altos Hills, Palo Alto, Stanford and the Stanford Research Park residents and
employees. Oregon-Page Mill Expressway is also a very heavily utilized bicycle corridor, providing connections
to the numerous nearby open spaces, including Pearson-Arastradero Preserve, Foothills Park, Esther Clark Park,
and the Baylands Nature Preserve.
Page Mill Expressway Corridor Study Report | 2
FIGURE 1: CORRIDOR MAP
Chapter 1: Introduction
May 2015
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Corridor Study Report
Page Mill Expressway
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Page Mill Expressway Corridor Study Report | 3
Chapter 1: Introduction
Oregon-Page Mill Expressway serves a combination of commuter traffic, residential traffic, school traffic,
express buses, bicyclists (commuter and recreational), and pedestrians (school and recreational). This
expressway is referred to as Page Mill Road to the west of Birch Street (near the Caltrain tracks) and as Oregon
Expressway to the east. Page Mill Road serves Stanford Research Park, a major regional employment center, and
connects to regional arterials such as Foothill Expressway and El Camino Real. A map of the corridor is included
as Figure 1.
Note that while the expressway is generally aligned along a southwest-northeast axis, directionality is
consistently referred in this and other referenced documents as an east-west orientation given that it crosses
major north-south routes such as I-280, El Camino Real, and US-101. The end of the roadway within Los Altos
Hills is considered the western end of the corridor and the end within Palo Alto is considered the eastern end of
the corridor. Similarly, roadways that cross Oregon-Page Mill Expressway are generally considered north-south
roadways, with the northern direction towards Stanford and Palo Alto and the southern direction towards Los
Altos and Mountain View.
The expressway portion of Page Mill Road ends at Arastradero Road on the west side of the I-280 interchange.
At that point, Page Mill Road becomes a local city road serving residential areas located in both Los Altos Hills
and Palo Alto. In addition, Page Mill Road provides access to recreation areas in the Santa Cruz Mountains and
is commonly used by recreational bicyclists.
The existing land use is open space between the I-280 interchange and Foothill Expressway, industrial between
Foothill Expressway and El Camino Real with some Stanford residential areas near Foothill Expressway,
commercial near El Camino Real, and residential along Oregon Expressway. Speed limit varies from 35 to
50 miles per hour, with a higher speed limit along the open land uses and lower speed limits in the vicinity of
industrial/commercial and residential neighborhoods, and at the I-280 interchange.
A Caltrans-owned park-and-ride lot is located adjacent to Arastradero Road along Page Mill Road, immediately
west of the I-280 interchange. The 40 space park-and-ride lot is fully utilized on weekdays by commuters to
jobs in San Francisco, San Mateo, and Santa Clara counties and on weekends by recreational users of the local
trail and bicycle network. Vehicles and larger shuttles accessing the park-and-ride lot arrive via I-280, Page Mill
Road, and Arastradero Road.
Page Mill Expressway Corridor Study Report | 4
2. Need for Traffic and Active Transportation
Improvements
Oregon-Page Mill Expressway carries the sixth highest volume within
the County expressway system, carrying over 134,000 vehicles per
day. The segment of the expressway between Foothill Expressway
and I-280 has been identified as the most congested segment under
existing conditions. Operating conditions are projected to worsen in
the future with the proposed population and employment growth in
the vicinity.
The intersection of Page Mill Road with Foothill Expressway has long
been identified as a problem location. The 2003 Comprehensive
County Expressway Planning Study (2003 Expressway Study) identified
the intersection as deficient in both existing (Year 2001) and future
(Year 2025) conditions. As shown in the Expressway Plan 2040 Study,
the intersection currently ranks as the third highest average delay
throughout the entire countywide expressway system.
The 2003 Expressway Study also identified a need to improve the I-280/Page Mill Road interchange for bicycle
travel and traffic flow. At the I-280/Page Mill Road interchange, modifications to the ramp configuration were
proposed as Tier 1A projects (highest priority), with an estimated cost of $5 Million. Improvements at Page Mill
Road/El Camino Real and at Page Mill Road/Foothill Expressway-Junipero Serra Boulevard were included as
Tier 2 and Tier 3 improvements, respectively.
The I-280 southbound off-ramp currently backs up onto
the I-280 mainline during the AM period
TABLE 1: LEVEL OF SERVICE DEFINITION
Level of
Service Description
A Free flow with no delays. Users are virtually unaffected by
others in the traffic stream
B Stable traffic. Traffic flows smoothly with few delays.
C Stable flow but the operation of individual users becomes
affected by other vehicles. Modest delays.
D
Approaching unstable flow. Operation of individual users
becomes significantly affected by other vehicles. Delays may
be more than one cycle during peak hours.
E Unstable flow with operating conditions at or near the
capacity level. Long delays and vehicle queuing.
F
Forced or breakdown flow that causes reduced capacity. Stop
and go traffic conditions. Excessive long delays and vehicle
queuing.
Sources: Transportation Research Board, Highway Capacity Manual 2000,
National Research Council, 2000.
Level of service is a traffic engineering term used to grade vehicle flows and operations on traffic facilities, and identify those in need of improvement. LOS ranges from A (best), which represents minimal delay, to F (worst), which represents heavy delay and a facility that is operating with significant congestion. Table 1 provides further discussion of the different levels of service.
Page Mill Expressway Corridor Study Report | 5 JUNE 3, 2015
2003 Conditions 2013 Conditions
Expressway Plan 2040 ❖ County of Santa Clara Roads and Airports Department ❖ www.expressways.info
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Peak Period “Levels of Service” (LOS)
LOS A-C: Minor Delays
LOS D: Some Delays
LOS E: Major Delays
LOS F: Severe Delays Intersection LOS F
Chapter 2: Project Need
Since the 2003 Expressway Study, traffic volumes on Oregon-Page Mill Expressway have increased substantially.
In 2003, no segments of the corridor operated at Level of Service (LOS) F, and the only segments at LOS E were
between I-280 and Porter Drive and between Ramos Way and Bryant Street. However, ten years later in 2013,
most of the corridor operated at LOS E or F, except for between Bayshore Road and Bryant Street (Expressway
Plan 2040, URS). The segment between Foothill Expressway and I-280 was found to have volumes exceeding
the roadway capacity, associated with LOS F. The change in LOS between 2003 and 2013 is shown in
Figure 2.
Level of service is a traffic engineering term used to grade vehicle flows and operations on traffic facilities, and
identify those in need of improvement. LOS ranges from A (best), which represents minimal delay, to F (worst),
which represents heavy delay and a facility that is operating with significant congestion. Table 1 provides
further discussion of the different levels of service.
FIGURE 2: YEAR 2003 AND YEAR 2013 LEVEL OF SERVICE ALONG OREGON-PAGE MILL EXPRESSWAY
Source: Expressway Plan 2040 (URS, 2015)
Page Mill Expressway Corridor Study Report | 6
Chapter 2: Project Need
Accounting for anticipated growth out to Year 2025 and
without any improvements, Expressway Plan 2040 is
projecting the entire Oregon-Page Mill Expressway corridor
to operate at LOS E or F. Such congestion will increase travel
time along the corridor and reduce mobility.
I-280 southbound and northbound ramps to/from Page Mill
Road currently experience extremely heavy congestion and
queuing during the peak periods. Caltrans has long been
interested in implementing improvements at the interchange
to improve circulation and reduce safety concerns associated
with ramp queues backing up at the ramp intersections
and onto the I-280 mainline. Caltrans has completed
an I-280 Transportation Concept Report (2013) and a
Traffic Operational Analysis report that have identified the
circulation and safety concerns at this interchange. This Page
Mill Road Expressway Corridor Study integrates the interchange
improvement needs with the overall corridor improvement
needs to develop a comprehensive and coordinated set of
improvement solutions.
In addition to the vehicle circulation needs, Page Mill Road is heavily utilized, particularly on weekends, by
bicyclists accessing the regional trail network and rural roadways from the western portion of the corridor.
The existing bicycle infrastructure is limited and requires challenging interactions with vehicles. Pedestrian
infrastructure is limited or missing west of Deer Creek Road along the corridor, highly discouraging pedestrian
circulation along this portions of the expressway. Given the active transportation demand along the corridor,
providing bicycle and pedestrian improvements can be particularly beneficial along this corridor.
Queuing along Page Mill Road from Foothill Expressway extends onto the I-280 northbound off-ramp at times
during the AM peak period
The existing two-lane loop on-ramp to I-280 southbound requires bikes to merge across two lanes of traffic to access the striped bike lane
Page Mill Expressway Corridor Study Report | 7
3. Existing and Future Baseline Conditions
3.1 EXISTING CORRIDOR-WIDE TRAFFIC PATTERNS
Oregon-Page Mill Expressway serves its highest volumes near I-280. Traffic patterns on Oregon-Page Mill
Expressway are highly peak-direction oriented. The predominate travel pattern is from I-280 to the employment
centers in the vicinity of the Stanford Research Park in the morning and the reverse pattern in the evening. There
is a less predominate vehicle flow from the residential areas along the eastern areas of the corridor to both
US-101 and I-280. Page Mill Road is also used by Los Altos Hills residents to access both US-101 and I-280.
In the morning peak hour, just east of I-280, approximately 79 percent of traffic volumes are in the eastbound
direction. In the evening peak hour at the same location, approximately 72 percent of traffic volumes are in
the westbound direction. This pattern is associated with the morning access and the evening egress to/from the
Stanford Research Park. From El Camino Real to the east, volumes are more evenly split between directions.
Volumes are higher going west from US-101 in the morning and east towards US-101 in the evening, but less
than 60 percent of the traffic volume is in the peak direction for that segment of the corridor.
Figure 3 and Figure 4 depict general vehicle flows in the peak direction of travel in each peak period.
Figure 5 and Figure 6 depict vehicle flow into and out of the Stanford Research Park for existing and future
conditions, respectively.
As shown in the figures, most corridor traffic on Oregon-Page Mill Expressway is heading to and from Stanford
Research Park and not traveling the length of the corridor. Traffic volumes are much higher on Page Mill Road
west of the Stanford Research Park than on Oregon Expressway. As a result of the lower volumes and recent
intersection and traffic signal improvements on Oregon Expressway, adequate capacity exists along Oregon
Expressway such that it is not a factor in the traffic congestion along Page Mill Road west of El Camino Real.
3.2 EXISTING TRAFFIC PATTERNS AT THE I-280 INTERCHANGE
A graphic depicting the current configuration of the I-280 interchange is included as Figure 7. In the morning
peak period, Page Mill Road becomes heavily congested eastbound, backing up from the Foothill Expressway
intersection. While it varies by the day, on several occasions, queuing on eastbound Page Mill Road back from
the Foothill Expressway intersection was observed to extend to the I-280 northbound off-ramp by the end of
the weekday AM peak period, a distance of 1.2 miles. On some of the most congested days, this queuing was
observed to extend back along the I-280 northbound off-ramp to the I-280 northbound freeway mainline.
As a result of this heavy queuing on eastbound Page Mill Road, a number of vehicles exiting southbound I-280
and traveling to the Stanford Research Park utilized Arastradero Road instead of Page Mill Road. Arastradero
Road is a lower speed roadway but does not experience the congestion levels similar to eastbound Page Mill
Road. It is anticipated that if the congestion on Page Mill Road were reduced, traffic volumes completing the
through movement from the I-280 southbound off-ramp to Arastradero Road would be reduced because Page
Mill Road provides a more direct connection to the employment centers along the corridor.
Existing traffic volumes at the I-280 interchange are depicted in Figure 8. As shown in the figure, heavy volumes
of traffic access Page Mill Road from both directions of I-280. In the morning peak hour, 1,197 vehicles exited
southbound I-280 to Page Mill Road, while 2,178 vehicles exited northbound I-280 to Page Mill Road. Across the
AM peak period as a whole, 39 percent of trips between Page Mill Road and I-280 were to/from the north. In
the PM peak period, 48 percent of trips between Page Mill Road and I-280 were to/from the north.
Page Mill Expressway Corridor Study Report | 8
Chapter 3: Existing and Future Baseline Conditions
FIGURE 3: OREGON-PAGE MILL EXPRESSWAY TRAVEL PATTERNS – EASTBOUND DIRECTION, AM PEAK HOUR
April 2015
N
NOT TO SCALE
Corridor Study Report
Oregon-Page Mill Expressway
OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
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OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
Oregon-Page Mill Expressway Travel Patterns
Existing Conditions: AM Peak Hour - Eastbound Direction
3,00
0
-100
-750
3,100
2,250 1,750 1,350
1,300
1,600-500 -400
+300
-50
LEGEND
Peak Direction Hourly Trac Volume Along
Oregon-Page Mill Expy
Net Trac Exiting Oregon-Page Mill Expy
Net Trac Entering Oregon-Page Mill Expy
-XXX
XXX
+XXX
Note: Only net trac ows onto and o of the corridor at major access points are shown
Page Mill Expressway Corridor Study Report | 9
Chapter 3: Existing and Future Baseline Conditions
FIGURE 4: OREGON-PAGE MILL EXPRESSWAY TRAVEL PATTERNS – WESTBOUND DIRECTION
April 2015
N
NOT TO SCALE
Corridor Study Report
Oregon-Page Mill Expressway
OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
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DEER CREEK
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OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
Oregon-Page Mill Expressway Travel Patterns
Existing Conditions: PM Peak Hour - Westbound Direction
1,250
1,050
+1001,150+2501,400+1501,550+1150
2,700
-1002,600
-200
LEGEND
Peak Direction Hourly Trac Volume Along
Oregon-Page Mill Expy
Net Trac Exiting Oregon-Page Mill Expy
Net Trac Entering Oregon-Page Mill Expy
-XXX
XXX
+XXX
Note: Only net trac ows onto and o of the corridor at major access points are shown
Page Mill Expressway Corridor Study Report | 10
Chapter 3: Existing and Future Baseline Conditions
FIGURE 5: TRIP DISTRIBUTION TO/FROM STANFORD RESEARCH PARK – EXISTING CONDITIONS
May 2015
Corridor Study ReportPage Mill Expressway
May 2015
N
NOT TO SCALE
Corridor Study Report
Page Mill Expressway
OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
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OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
May 2015
N
NOT TO SCALE
Corridor Study Report
Page Mill Expressway
OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
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OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
Oregon-Page Mill Expressway Travel Patterns
Existing Conditions: Peak Hour Trac Entering/Exiting Stanford Research Park
AM Peak Hour PM Peak Hour
1,200
1,025
LEGEND
Trac Exiting Stanford Research Park
to Oregon-Page Mill Expy
Stanford Research Park
-XXX
N
NOT TO SCALE
TO TO
1,850
1,300
LEGEND
Trac Entering Stanford Research Park
from Oregon-Page Mill Expy
Stanford Research Park
-XXX
N
NOT TO SCALE
FROM FROM
Page Mill Expressway Corridor Study Report | 11
FIGURE 6: TRIP DISTRIBUTION TO/FROM STANFORD RESEARCH PARK – YEAR 2025 CONDITIONS
Chapter 3: Existing and Future Baseline Conditions
May 2015
Corridor Study ReportPage Mill Expressway
May 2015
N
NOT TO SCALE
Corridor Study Report
Page Mill Expressway
OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
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OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
May 2015
N
NOT TO SCALE
Corridor Study Report
Page Mill Expressway
OREGON-PAGE MILL EXPYOREGON-PAGE MILL EXPY
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Oregon-Page Mill Expressway Travel Patterns
Year 2025 Conditions: Peak Hour Trac Entering/Exiting Stanford Research Park
AM Peak Hour PM Peak Hour
1,375
1,125
LEGEND
Trac Exiting Stanford Research Park
to Oregon-Page Mill Expy
Stanford Research Park
-XXX
N
NOT TO SCALE
TO TO
2,000
1,475
LEGEND
Trac Entering Stanford Research Park
from Oregon-Page Mill Expy
Stanford Research Park
-XXX
FROM
N
NOT TO SCALE
FROM
Page Mill Expressway Corridor Study Report | 12
Chapter 3: Existing and Future Baseline Conditions
FIGURE 7: EXISTING I-280 INTERCHANGE CONFIGURATION Improvements Study
Page Mill Road and Interstate 280
Existing Conditions
July 2014
N
NOT TO SCALE
A
r
a
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a
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Old Page Mill Roa d
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Page Mill Road
Page Mill Expressway Corridor Study Report | 13
Chapter 3: Existing and Future Baseline Conditions
FIGURE 8: EXISTING TRAFFIC VOLUMES AT THE I-280 INTERCHANGE
A
r
a
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Old Page Mill Roa d
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Page Mill Road273(1365)
129(239)
2021(
5
5
1
)
4(
8
)
1(1
2
)
2(0
)
3(12
)
796
(
2
7
4
7
)
12(1
0
)
300
8
(
1
0
7
3
)
116(273)
4
4
2
(
1
2
1
0
)
320(202)
188(61)
74(71)
171(248)
740
(
4
8
0
)
306
(
3
8
6
)
30(37)
60
(
1
2
1
)
15
2
(
3
4
4
)
9(
8
)
157(1
7
7
)
Legend:
AM(PM) Peak Hour VolumesXX(YY)
Improvements Study
Page Mill Road and Interstate 280
Existing Trac Volumes
October 2014
N
NOT TO SCALE
Capacity limitations at the intersection of Page Mill Road & I-280
Southbound O-Ramp restrict the number of vehicles that pass through
the intersection in the AM peak hour. 1,197 vehicles were observed to
exit I-280 southbound during the AM peak hour.
Page Mill Expressway Corridor Study Report | 14
Chapter 3: Existing and Future Baseline Conditions
3.3 CALTRANS PARK-AND-RIDE
A Caltrans-owned park-and-ride lot is currently located in the
southwest corner of the intersection of the I-280 southbound off-
ramp/Arastradero Road intersection with Page Mill Road. The lot
provides 40 parking spaces, including two disabled parking stalls.
The park-and-ride lot is not used by any public transit service, but
is used by some privately operated buses and shuttles in addition to
personal autos. Park-and-ride users during the week include both
local and regional residents that commute to employment locations,
both north towards San Francisco and south towards San Jose and
Silicon Valley. The parking lot generally is fully occupied prior to
9:00 AM on weekdays.
Operations of the park-and-ride lot were observed by a consultant
retained by Los Altos Hills in May 2014 and observed by County staff
in April 2015. The 2014 study identified five to six vans and buses
associated with private employers or rideshare services that regularly
used the lot in each of the weekday morning and evening periods.
Vans entered the lot and used one of the stalls to pick-up and drop-off passengers. Buses generally stopped
to load and unload riders on Arastradero Road, with others using eastbound Page Mill Road adjacent to the
park-and-ride lot. The 2015 observations found four vans and buses utilized the lot in the afternoon/evening
peak period. Buses were mostly observed to both access and egress the park-and-ride lot via I-280. A number
of buses were observed to make difficult and/or illegal u-turn movements on Page Mill Road or Arastradero
Road in order to return to I-280. Vans and autos were observed to access or egress the park-and-ride lot
predominately via I-280 (fairly evenly split between northbound and southbound), but also to a lesser extent
Page Mill Road and Arastradero Road. Buses loading/unloading on Arastradero Road were observed to block
driveway movements into and out of the park-and-ride lot for the duration of their dwell. Afternoon queuing on
Arastradero Road was observed to occasionally delay left-turn egress movements from the park-and-ride lot.
The park-and-ride lot is currently plagued by demand that exceeds available capacity, poor bus and car
circulation, and the lack of dedicated loading/unloading areas. Excess demand for the park-and-ride lot results
in on-street parking along Page Mill Road west of I-280. Previously, overflow vehicles utilized the open space
between Arastradero Road and the I-280 southbound on-ramp, across from the park-and-ride lot. Recently,
signage has been posted specifically prohibiting overflow parking in that area. The only access point for the
park-and-ride lot is a single driveway on Arastradero Road, immediately south of Page Mill Road. Thus, all entry
and exit activity occurs at the single driveway with very limited spacing to Page Mill Road.
3.4 BICYCLE TRAVEL
Bicycles are accommodated on all expressways. As a part of the 2003 Expressway Plan Study, Expressway
Bicycle Accommodation Guidelines (BAG) were developed. The BAG is used to define improvement needs and
guide new project construction. The 2003 Expressway Study and 2008 Update recommended improvements
through the I-280 interchange to reduce vehicle/bicycle conflicts at the freeway ramps. The ramp conflicts occur
where there are two-lane, free-flowing on-ramps which forces a bicyclist to cross more than one conflicting
vehicle lane at a time.
Figure 9 shows bicycle crossing locations and weekday peak period counts for the Page Mill Road segment of
the Expressway. In the peak periods, a moderate number (30-60) of bicyclists were observed at Hanover Street
and Ramos Way intersections and generally a low number (less than 30) at other locations. A previous study
Bus loading blocks the only entry/exit driveway at the park-and-ride
Page Mill Expressway Corridor Study Report | 15
Chapter 3: Existing and Future Baseline Conditions
conducted by Fehr and Peers (2013) noted that near the I-280 interchange,
weekday bicycle volumes are moderate (approximately 60 daily) with the peak
occurring at noon. On weekends, the bicycle volumes are substantially higher
with over 100 bicycles per hour (BPH) between 8:00 AM and noon. The peak
hour volume was recorded at just over 300 BPH on the Saturday surveyed in
October 2011.
Bicyclists were observed to most commonly use Old Page Mill Road as a
connection between Los Altos Hills and Palo Alto instead of Page Mill Road
due to the flatter grade on Old Page Mill Road. Eastbound bicycles were
observed to use the left-turn pocket from eastbound Page Mill Road to Old
Page Mill Road. This requires crossing one lane of eastbound Page Mill Road
traffic between the two interchange ramps. Regardless of using Page Mill Road
or Old Page Mill Road, bicycles in the westbound direction approaching the
interchange currently have to transition from the shoulder of Page Mill Road
to the inside of Page Mill Road just east of the I-280 northbound ramp intersection. This requires crossing two
lanes of high-speed Page Mill Road traffic approaching the interchange.
3.5 PEDESTRIAN TRAVEL
Pedestrians use the expressways for a variety of reasons, with high pedestrian demand in some areas and
only emergency/occasional use in others. The Pedestrian Element of the
expressway plan focuses on two different pedestrian needs: traveling along
expressways and crossing the expressways. Weekday peak period pedestrian
counts at the intersection crossing locations are shown in Figure 9. Pedestrian
facilities along the corridor are shown in Figure 10. Three intersections
along the corridor have the highest pedestrian activity; over 100 pedestrians
were observed at El Camino Real, Hanover Street, and Foothill Expressway
intersections. The I-280 interchange currently has very limited pedestrian
facilities, discouraging pedestrian use. No pedestrians were observed at the
interchange during either weekday peak traffic count period. However, on
weekends, joggers have been observed to travel through the interchange area.
3.6 LOCAL ACCESS
A number of single-family dwelling units are located on the north side of Page
Mill Road, east of the I-280 interchange. These residences, located in the Town
of Los Altos Hills, rely exclusively on Page Mill Road for their access/egress.
The approximately 19 dwellings along Christopher Lane have an unsignalized
access point and a median opening on Page Mill Road immediately east of
the I-280 northbound ramps. Evening congestion associated with access to
I-280 makes the unprotected turning movements into and out of Christopher
Lane difficult at times. Gerth Lane and parallel private driveways have their
only access to/from Old Page Mill Road, which has an unsignalized access
point and a median opening on Page Mill Road approximately 600 feet to the
east of Christopher Lane. Similar to Christopher Lane, left-turn movements to/
from Old Page Mill Road can be difficult, particularly in the PM peak period.
As noted in the Bicycle Travel section, this left-turn lies along a common bicycle
route from Page Mill Road to Old Page Mill Road. Additionally, the Old Page Mill Road access is located along
a horizontal curve at the base of a vertical curve along Page Mill Road. Sight distance visibility is limited, further
There is heavy bicycle traffic through the interchange, particularly on
weekends
There are limited pedestrian facilities along Page Mill Road near the
interchange
Page Mill Expressway Corridor Study Report | 16
Chapter 3: Existing and Future Baseline Conditions
challenging movements from Old Page Mill Road.
Coyote Hill Road provides access to employment areas along Hillview Avenue and Arastradero Road in Palo Alto
and provides parking for the Stanford Perimeter Trail and the Dish trail. Coyote Hill Road has an unsignalized
access point with a median opening along Page Mill Road. The median opening lies along a horizontal curve
on Page Mill Road, limiting sight distance for vehicles and bicycles turning from Coyote Hill Road to Page Mill
Road. There is no acceleration lane for left-turn movements from Coyote Hill Road to Page Mill Road. With
the completion of approved office developments along Hillview Avenue and the addition of the new on-street
parking spaces, use of the Coyote Hill Road intersection will increase in the near future.
FIGURE 9: BICYCLE AND PEDESTRIAN
CROSSING AND INTERSECTIONS
FIGURE 10: PEDESTRIAN TRAVEL ALONG
EXPRESSWAY CORRIDOR
Caltrain
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PUC
POC
Provide sidewalks when Alma/RR bridge is reconstructed
.
Provide sidewalks when area redevelops or pedestrian demandis present
Legend
1st
Bus Stop
Existing Ped Overcrossing
Existing Ped Undercrossing
Existing Sidewalk on Expressway
Existing Sidewalk Behind Barrier
Interim Parallel Route
Existing Parallel Route
Planned Future Route
Proposed New Sidewalk
Very Long Term New Sidewalk
Route Streets
POC
PUC
PALO ALTO
UNINCORPORATED
LOS ALTOS HILLS
LOS ALTOS
Foothill Express
w
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PALO ALTO
UNINCORPORATED
LOS ALTOS HILLS LOS ALTOS
0
1-10
11-30
31-60
61-100
100+
Peak-Hour Crossings
Potential Improvements
Pedestrian Bicycle
Caltrain
Caltrain
Ramos
El Camino Real
Alma SB Ramps
Birch
Alma NB Ramps
Bryant
West BayshoreUS 101 Ramps
Hansen
Hanover
Porter
I-280 NB Ramps
Deer Creek
Peter Coutts
Coyote Hill
Signal upgrades
Square corners as feasible
Grade separation
Pedestrian/Bicycle CrossingEnhancements Completed in 2014
Oregon Expressway / Page Mill Road
Along Expressway Bicycle and Pedestrian Crossings and Intersections
Expressway Plan 2040 ❖ County of Santa Clara Roads and Airports Department ❖ www.expressways.info
Caltrain
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.
Provide sidewalks when area redevelops or pedestrian demandis present
Legend
1st
Bus Stop
Existing Ped Overcrossing
Existing Ped Undercrossing
Existing Sidewalk on Expressway
Existing Sidewalk Behind Barrier
Interim Parallel Route
Existing Parallel Route
Planned Future Route
Proposed New Sidewalk
Very Long Term New Sidewalk
Route Streets
POC
PUC
PALO ALTO
UNINCORPORATED
LOS ALTOS HILLS
LOS ALTOS
Foothill Express
w
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UNINCORPORATED
LOS ALTOS HILLS LOS ALTOS
0
1-10
11-30
31-60
61-100
100+
Peak-Hour Crossings
Potential Improvements
Pedestrian Bicycle
Caltrain
Caltrain
Ramos
El Camino Real
Alma SB Ramps
Birch
Alma NB Ramps
Bryant
West BayshoreUS 101 Ramps
Hansen
Hanover
Porter
I-280 NB Ramps
Deer Creek
Peter Coutts
Coyote Hill
Signal upgrades
Square corners as feasible
Grade separation
Pedestrian/Bicycle CrossingEnhancements Completed in 2014
Oregon Expressway / Page Mill Road
Along Expressway Bicycle and Pedestrian Crossings and Intersections
Expressway Plan 2040 ❖ County of Santa Clara Roads and Airports Department ❖ www.expressways.info
Page Mill Expressway Corridor Study Report | 17
Chapter 3: Existing and Future Baseline Conditions
3.7 TRANSIT SERVICE
The Dumbarton Express provides service along almost the entire length of Oregon-Page Mill Expressway. It provides
several trips each AM and PM commute period. Three VTA bus routes travel on segments of the expressway and
when combined, they cover almost the entire length. Two of the routes are express peak-period only service. The
California Avenue Caltrain Station is accessible from Oregon Expressway.
3.8 LAND USE PATTERNS AND GROWTH ASSUMPTIONS
Oregon-Page Mill Expressway travels through three local jurisdictions with land use decision-making authority.
Figure 11 illustrates the existing land uses along the corridor. The area within Town of Los Altos Hills is low density
residential. The County unincorporated area west of Foothill Express-way/Junipero Serra Boulevard is open space,
including lands protected with conservation easements and agricultural lands in Williamson Act agreements. West
of Foothill Expressway, the north side is Stanford residential to the east of Peter Coutts Road (County unincorporated)
and the south side is in-dustrial/office in the Stanford Research Park (City of Palo Alto). The industrial/office uses of
Stanford Research Park continue to El Camino Real. East of El Camino Real, in the City of Palo Alto, the cor-ridor
transitions at Alma Avenue from commercial/mixed use (Page Mill Road segment) to low density residential through
to US 101 (Oregon Expressway segment).
Figure 11: Existing Land Use
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Page Mill Expressway Corridor Land Use Designations
Open Space
Page Mill-Oregon General Land Use
Commercial
Industrial/Office
Mixed Use
Stanford Campus
Campus Residential - Low Density
Campus Residential - High Density
Existing Residential
Figure 12 shows the employment and
population growth expected by 2025
within one mile of Ore-gon-Page Mill
Expressway. One mile is considered the
primary origin and destination catchment
area that generates travel demand along
Oregon-Page Mill Expressway. The land
use growth information in Figure 12 is
from VTA’s travel demand model which
incorporates housing and job growth
based on city and County general plans
and in consultation with the cities and
County. Key findings for future growth
are as follows:
• The projected growth along the
expressway is relatively low, with the
highest intensities for both new jobs
and population planned in the vicinity
of El Camino Real. This is consistent
with re-gional and city plans to focus
growth along El Camino Real due to its
designation as a Priority Development
Area along a transit line.
• Along the Oregon Expressway
segment east of Alma Avenue, there
is no significant growth planned. The
areas indicating a little job growth (1-2
jobs/acre) are for neighborhood retail,
schools, and other community services in
this area.
Page Mill Expressway Corridor Study Report | 18
Chapter #: Title
• Stanford Research Park along Page Mill Road Expressway and the industrial/office area along Hillview Avenue and
Arastradero Road are projected to receive relatively low job growth. The buildings currently under construction in
these areas are considered existing jobs and the future job growth is for developments that have yet to be approved.
Imminent near-term and project-ed future jobs are both included in the 2025 traffic projections. In addition, some
of the current construction is redevelopment with no net increase in number of jobs. Sites where additional square
footage (thus, jobs) is being added are using a credit given to Stanford Research Park to replace previous active
industrial/office square footage that was displaced by the new Stanford housing along California Avenue.
• Stanford University is also shown to receive relatively low population and job growth. This is consistent with the
Stanford University Community Plan and General Use Permit adopted by the County Board of Supervisors in 2000.
The Community Plan also includes a policy for no net new commute trips for campus-related trips in the commute
direction during peak hours.
• The area west of Foothill Expressway is generally expected to see no growth in population or housing due to the land
use designations of open space with conservation and agricultural areas.
In general, the most significant planned growth in this corridor through Year 2025 is housing growth fo-cused in
the El Camino Real area. This growth will primarily generate reverse commute traffic, reducing the directionality of
peak period flow on Page Mill Road. Growth that will generate peak direction, peak period flow on Page Mill Road,
including associated with Stanford Research Park and Stanford Univer-sity, is forecast to be minor, but is accounted for
in the Year 2025 analysis conditions.
FIGURE 12: FUTURE EMPLOYMENT AND POPULATION GROWTH
Chapter 3: Existing and Future Baseline Conditions
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Future Population Growth 2013-2025
Legend
New Persons per Acre
No Growth
1-5
6-10
11-25
2013 Population 49,5002025 Population 54,800Growth 5,300Percentage 11%Total Acres 9,232
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Future Employment Growth 2013-2025
Legend
New Jobs Per Acre
No Growth
1-2
3-5
6-10
2013 Jobs 45,8002025 Jobs 51,600Growth 5,800Percentage 13%Total Acres 9,232
Page Mill Expressway Corridor Study Report | 19
Chapter 3: Existing and Future Baseline Conditions
3.9 CORRIDOR HISTORY
The 2003 Expressway Study and 2008 Update identified a variety of road, bicycle, and pedestrian
improvements for Oregon-Page Mill Expressway. The County has been successful in obtaining some federal
and state grants to construct a few of these improvements, mostly along the Oregon Expressway portion. In
addition, Stanford University completed a trail project along the Page Mill segment. Improvements completed
along the Page Mill-Oregon Expressway since 2008 include:
• Sidewalk gap closures along the south side of Oregon Expressway between Bryant Street and Bayshore Road.
• Stanford Trail segment on the south side of Page Mill Road between Foothill Expressway and Deer Creek
Road.
• Bicycle detection and bicycle adaptive signal timing along Oregon-Page Mill Expressway.
• Signal, bicycle and pedestrian intersection improvements on Oregon Expressway from West Bayshore Road
to Bryant Street including new pavement surfacing (known as the Oregon Expressway Improvements Project –
see below for more information).
OREGON EXPRESSWAY IMPROVEMENTS PROJECT
In 2014, the County completed the Oregon Expressway Improvements Project to improve roadway conditions
for vehicular traffic, bicyclists and pedestrians between US-101 and Bryant Street. This was a federally funded
project and included the Expressway Signal Timing Project and Bicycle Signal Detection on Oregon Expressway.
The project reconfigured several intersections to straighten the crosswalks and convert them to 8-phase signal
timing to eliminate vehicle turning conflicts with crossing pedestrians and bicyclists. It also removed left-turn
access onto Oregon Expressway for the three unsignalized median openings and installed a new traffic signal at
the intersection of Oregon Expressway and Ross Road.
After the installation of the upgraded signal system equipment at the intersections, the County developed traffic
timing plans for the seven traffic signals along Oregon Expressway between Bryant Street and West Bayshore
Road. The goal was to conduct timing analysis and develop and implement new weekday signal coordination
plans and traffic responsive timing at the traffic signals on Oregon Expressway.
A “before” and “after” study was conducted to compare the travel times along the corridor between Bryant
Street and West Bayshore Road. On Oregon Expressway during the AM and PM peak periods there was a
decrease in average travel time (reduced by 20%-45%), delay (reduced by 39%-70%), and stops (reduced by
37%-76%) in both directions. During the midday peak period, there was a decrease in average travel time,
delay, and stops in the westbound direction and a decrease in average travel time and stops along with a slight
increase in delay in the eastbound direction.
Page Mill Expressway Corridor Study Report | 20
4 Capacity and Operational Analysis
4.1 EXISTING CONDITIONS
Expressway Plan 2040 performed a roadway segment analysis for the County’s expressway system. The
roadway segment LOS for the Page Mill Road segment of the Expressway is shown in Table 2 and corresponds
to the LOS shown in Figure 2.
TABLE 2: ROADWAY SEGMENT LEVEL OF SERVICE - EXISTING (2013) CONDITIONS
Segment Peak
Hour
No.
of
Lanes
Segment
Capacity
Link
Volume V/C1 LOS
I-280 to Deer Creek Road AM 4.5 3,760 3,529 0.94 E
PM 3,770 1.00 F
Foothill Expressway to Ramos Way AM 4.0 3,400 3,242 0.95 E
PM 2,888 0.85 D
Ramos Way to Birch Street AM 4.0 3,400 3,120 0.92 E
PM 2,869 0.84 D
Source: Expressway Plan 2040, Comprehensive County Expressway Planning Study Traffic Forecasting Methodology, Existing, 2025 and 2040 Traffic Conditions (URS, 2015)
1 V/C = Volume-to-Capacity Ratio
Operational analyses were conducted on Page Mill Road in order to identify existing deficiencies and guide
the development of future improvements. The analyses were based on existing conditions traffic volume
counts performed in 2013 (intersections east of Foothill Expressway) and 2014 (intersections west of Foothill
Expressway, inclusive). Traffic counts were conducted on weekdays in which schools were in session.
A micro-simulation model of Page Mill Road between Arastradero Road and Foothill Expressway was developed
for the Corridor Study to evaluate baseline conditions and assess the effectiveness of improvement concepts.
The micro-simulation model simulates the movements of individual vehicles on the roadway network and their
interactions with intersection controls and roadway geometrics. The simulated vehicle movements are utilized
to quantify delay, queuing, and travel time. The micro-simulation model was utilized to determine intersection
delay and LOS in this segment of Page Mill Road under existing conditions. The results are summarized in Table
3 and are provided for both signalized and stop-controlled intersections.
Expressway Plan 2040 performed analysis of all of the signalized intersections along Page Mill Expressway using
the Traffix 8.0 software and methodologies described in the 2000 Highway Capacity Manual. Traffic counts for
this analysis were collected in 2013. Existing conditions operations of signalized intersections east of Foothill
Expressway are shown in Table 4.
As shown in Table 3, the intersection of I-280 southbound ramps/Arastradero Road with Page Mill Road
operates at a very high delay in the weekday AM peak period. The delay is primarily associated with
the southbound off-ramp movements. The southbound off-ramp backs up from Page Mill Road onto the
southbound I-280 freeway mainline. Queues were observed to begin prior to 7:00 AM and continue well past
9:00 AM. All other movements at this all-way stop intersection have minimal delay.
Page Mill Expressway Corridor Study Report | 21
Chapter #: Title
The reported delay in the morning peak
period at the I-280 northbound ramps
intersection with Page Mill Road is
representative of the delay exclusively for
the northbound left-turn movement since it
is a side-street stop-controlled intersection.
However, delay for the northbound left-
turn movement is predominately caused
by queuing for the northbound off-ramp
to eastbound Page Mill Road. In the latter
portion of the weekday AM peak period,
queues extend from Foothill Expressway
back to the northbound off-ramp, resulting
in queuing along the off-ramp and
blocking access to the northbound left-turn
movement to westbound Page Mill Road.
The intersection of Foothill Expressway
with Page Mill Road operates at a deficient
LOS in both peak periods. In the morning
peak period, queues from this intersection
extend along eastbound Page Mill Road
back to the I-280 intersection. These queues
directly result in reduced throughput at the
Deer Creek Road intersection and increased
delay at that location. In order to bypass
this congested intersection, a number of
vehicles utilize Arastradero Road or exit
I-280 at Sand Hill Road or El Monte Avenue
and use Foothill Expressway or Junipero
Serra Boulevard as an alternate route to
Page Mill Road and the Stanford Research
Park. This results in high turning movement
volumes from Foothill Expressway-Junipero
Serra Boulevard to eastbound Page Mill
Road. In the PM peak period, queues along
westbound Page Mill Road backup from the
Foothill Expressway intersection towards El
Camino Real, resulting in large delays for
westbound movements at that intersection.
It should be noted that the microsimulation
model of the Page Mill Road corridor between the I-280 interchange and Foothill Expressway does not account
for congestion along I-280 itself. In the PM peak period, congestion along I-280 was observed to occasionally
backup onto the northbound on-ramp from westbound Page Mill Road. This results in some queuing and
reduced travel speeds on westbound Page Mill Road that are not fully reflected in the traffic analysis results.
Movements to I-280 from westbound Page Mill Road are not currently metered at the interchange (by ramp
meters, signals, or stop signs); therefore, movements from Page Mill Road to I-280 are free and uncontrolled,
except when heavy congestion is present on I-280.
Chapter 4: Capacity and Operational Analysis
TABLE 4: INTERSECTION LEVEL OF SERVICE – EXISTING (2013)
CONDITIONS (PORTER DRIVE TO EL CAMINO REAL)
Intersection
Existing
AM Peak PM Peak
Delay
(s/veh)1 LOS Delay
(s/veh)1 LOS
Porter Drive 6.8 A 26.6 C
Peter Coutts Road 9.1 A 38.3 D+
Hanover Street 67.8 E 47.1 D
Hansen Way 12.2 B 35.1 D+
Ramos Way 10.0 A 16.5 B
El Camino Real (CMP)2 67.7 E 67.8 E
Source: Expressway Plan 2040 (URS, 2015)
Notes: Traffic count data collected in 2013 Delay and LOS based on Traffix 8.0 using methodology described in the 2000
Highway Capacity Manual, with adjusted saturation flow rates to reflect SC County conditions
1 Delay is based on average vehicle delay for all entering vehicles at signalized
intersections
2 (CMP) = Monitored by Congestion Management Program
TABLE 3: INTERSECTION LEVEL OF SERVICE - EXISTING (2014)
CONDITIONS (I-280 TO FOOTHILL EXPRESSWAY)
Intersection
Existing
AM Peak PM Peak
Delay
(s/veh)1 LOS Delay
(s/veh)1 LOS
I-280 SB Ramps-Arastradero 171.9 F 15.7 B
I-280 NB Ramps 127.2 F 8.3 A
Old Page Mill Road 5.6 A 9.1 A
Deer Creek Road 59.0 E 11.8 B
Foothill Expressway 84.4 F 108.5 F
Notes:
Delay and LOS calculated based on a VISSIM micro-simulation model Traffic count data collected in October 2014
1 Delay is based on average vehicle delay for all entering vehicles at signalized and all-way stop intersections. Delay is based on average vehicle delay for the
side-street movements at side-street stop-controlled intersections.
Page Mill Expressway Corridor Study Report | 22
As shown in Table 4, all intersections east of Foothill Expressway operate
at LOS E or better in both peak periods. The Congestion Management Plan
(CMP) intersection at Page Mill Road and El Camino Real operates at LOS E in
both peak periods. In addition, the intersection of Page Mill Expressway with
Hanover Street operates at LOS E in the AM peak hour.
4.2 FUTURE (2025) NO BUILD CONDITIONS
Future year conditions were analyzed to evaluate conditions along Page
Mill Road with the implementation of planned and near-term projects. The
Expressway Plan 2040 is using Year 2025 as the horizon year for identifying
countywide expressway improvements. Year 2025 traffic forecasts are based
on the regional travel demand model, maintained by the Santa Clara Valley
Transportation Authority. Included in the forecasts are adopted land uses
for all jurisdictions throughout the County and Association of Bay Area
Governments regional projections for population and employment growth.
The travel demand model was utilized to obtain roadway link volumes along Page Mill Road and surrounding
streets, which in turn were utilized to forecast turning movement volumes. Model runs were prepared for both
the existing and with improvement roadway network. The “with improvement roadway network” includes
the expansion of roadway and intersection capacity along Page Mill Road and other County expressways. It
therefore accounts for latent or currently unserved demand that would potentially utilize improved roadways.
Expressway Plan 2040 used Year 2025 forecasts in performing a roadway segment analysis of future baseline
conditions within the County’s expressway system. The roadway segment LOS for Page Mill Expressway is
identified in Table 5 and graphically shown in Figure 13.
TABLE 5: ROADWAY SEGMENT LEVEL OF SERVICE – 2025 NO BUILD CONDITIONS
Segment Peak
Hour
No. of
Lanes
Segment
Capacity
Link
Volume V/C1 LOS
I-280 to Foothill Expressway AM 4.0 3,760 3,788 1.01 F
PM 3,820 1.02 F
Foothill Expressway to Ramos Way AM 4.0 3,400 3,387 1.00 E
PM 3,300 0.94 E
Ramos Way to Birch Street AM 4.0 3,400 3,647 1.07 F
PM 3,434 1.01 F
Source: 2040 Comprehensive County Expressway Planning Study Traffic Forecasting Methodology, Existing, 2025 and 2040 Traffic Conditions (URS, 2015)
1 V/C = Volume-to-Capacity Ratio
As shown in Table 5, Page Mill Road west of Foothill Expressway are forecast to operate at LOS F in both peak
periods. Roadway widening is required in order to achieve an acceptable level of service for this segments.
Without roadway widening, modifications to the interchange configuration would not be sufficient to address
the identified congestion issues. Widening of Page Mill Road was incorporated into the baseline scenario for
the micro-simulation model of the corridor between the I-280 interchange and Foothill Expressway. Intersection
operations with forecast Year 2025 volumes west of and including Foothill Expressway, assuming widening of
Page Mill Road to six lanes, is shown in Table 6.
Chapter 4: Capacity and Operational Analysis
The all-way stop at Arastradero Road
results in queues on the I-280 off-ramp that persist throughout the AM
period
Page Mill Expressway Corridor Study Report | 23
JUNE 3, 2015
2025 Conditions
Expressway Plan 2040 County of Santa Clara Roads and Airports Department www.expressways.info
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Peak Period “Levels of Service” (LOS)
LOS A-C: Minor DelaysLOS D: Some Delays LOS E: Major DelaysLOS F: Severe Delays Intersection LOS F
Chapter 4: Capacity and Operational Analysis
FIGURE 13: YEAR 2025 LEVEL OF SERVICE ALONG OREGON-PAGE MILL EXPRESSWAY
TABLE 6: INTERSECTION LEVEL OF SERVICE – 2025 NO BUILD CONDITIONS WITH WIDENING OF PAGE MILL
ROAD TO 6 LANES BETWEEN I-280 AND FOOTHILL
Intersection
No Build 20251
Control
AM Peak PM Peak
Delay
(s)2 LOS Delay
(s)2 LOS
Arastradero Road AWSC3 231.6 F 23.8 CI-280 SB Ramps
I-280 NB Ramps SSSC4 66.9 F 10.1 B
Old Page Mill Road SSSC4 5.4 A 6.9 A
Deer Creek Road Signal 47 D 6.3 A
Foothill Expressway Signal 131.0 F 102.6 F
Notes:
1 Assumes widening of Page Mill Road between I-280 and Foothill Expressway to six lanes but no other
improvements along the corridor.
2 Delay is based on average vehicle delay for all entering vehicles at signalized, roundabout and all-way stop
intersections. Delay is based on average vehicle delay for the side-street movements at side-street stop-controlled intersections
3 AWSC = All-way Stop Control
4 SSSC = Side-street Stop Control
Page Mill Expressway Corridor Study Report | 24
Chapter 4: Capacity and Operational Analysis
The delay and LOS for the signalized intersections east of Foothill Expressway in Year 2025 baseline conditions
are shown in Table 7, as calculated by Expressway Plan 2040.
TABLE 7: INTERSECTION LEVEL OF SERVICE - 2025 NO BUILD CONDITIONS
Oregon-Page Mill Expressway Intersections
No Build 2025
AM Peak PM Peak
Delay1
(s/veh)LOS Delay1
(s/veh)LOS
Porter Drive 6.8 A 27.3 C
Peter Coutts Road 11.6 B+ 40.2 D
Hanover Street 88.8 F 50.4 D
Hansen Way 16.5 B 29.5 C
Ramos Way 9.0 A 18.0 B
El Camino Real (CMP)2 72.5 E 75.3 E-
Source: Expressway Plan 2040 (URS, 2015)
Notes:
1 Delay and LOS is based on Traffix 8.0 using methodology described in the 2000 Highway Capacity Manual, with adjusted saturation flow
rates to reflect SC County conditions.
2 (CMP) = Monitored by Congestion Management Program
Page Mill Expressway Corridor Study Report | 25
5. Proposed Improvements
As discussed in previous chapters, segments of Page Mill Road currently experience significant congestion.
Congestion and vehicular delay is anticipated to continue to grow in the near-future as population and
employment in the areas served by the Expressway continue to increase. This congestion limits local access and
circulation, results in increased greenhouse gas emissions and fuel consumption, and reduces regional mobility.
In addition, the segment of Page Mill Road near I-280 is heavily utilized by cyclists. The current roadway
configuration requires challenging maneuvers for cyclists and discourages pedestrian and bicycle use.
Improvements are proposed as part of this Corridor Study to address the identified challenges along Page Mill
Road. The improvements were developed as part of several individual, but coordinated, project efforts. The
corridor was divided into the following segments:
• I-280 Interchange Configuration
• Page Mill Road from I-280 Interchange to El Camino Real
Improvements to the I-280 interchange configuration are focused on improving bicycle circulation, local access,
traffic flow, and circulation around the park-and-ride lot through a reconfiguration of the freeway ramps,
changes to intersection control, and provision of active transportation facilities.
Improvements to Page Mill Road between the interchange and El Camino Real are primarily focused on vehicle
flow, but also include bicycle and pedestrian elements. Improvements between the interchange and Foothill
Expressway include roadway widening and active transportation facilities. Improvements at the intersection of
Page Mill Road with Foothill Expressway are focused on grade separation configurations. Finally, improvements
between Foothill Expressway and El Camino Real include intersection improvements to improve intersection
efficiency and reduce queuing impacts.
The project team has been working closely with Town of Los Altos Hills, City of Palo Alto, Caltrans, and VTA staff
for input on the technical analysis and improvement concepts. The concepts are planning level drawings (not
design level) to determine technical feasibility, potential right-of-way impacts, a cost estimate for the Expressway
Plan 2040 list, and community acceptability.
Figure 14 depicts the location of the improvements considered for Page Mill Road.
Page Mill Expressway Corridor Study Report | 26
Chapter 5: Proposed Improvements
FIGURE 14: PROPOSED IMPROVEMENTS ALONG PAGE MILL ROAD
The improvements were coordinated amongst the detailed studies; however, they will be discussed separately in
the sections below.
5.1 I-280 INTERCHANGE CONFIGURATION
Improvements at the I-280 interchange were focused on addressing existing congestion at the freeway ramp
intersections, improving safety, and enhancing bicycle and pedestrian circulation.
As noted in Chapter 3, there are two primary traffic circulation challenges at the I-280 interchange. One
is the limitation of capacity provided by the all-way stop control at the I-280 southbound off-ramp and the
resulting queuing backup along the I-280 southbound off-ramp. The other is queues extending along Page
Mill Road between Foothill Expressway and the interchange area. The latter challenge cannot be addressed
by modifications to the interchange alone. Increasing the throughput of the interchange would merely increase
the eastbound queues approaching Foothill Expressway. Therefore, any improvements to the interchange
would need to be implemented in conjunction with or subsequent to improvements at the Page Mill Road/
Foothill Expressway intersection and along Page Mill Road between the interchange and Foothill Expressway.
All improvement concepts for the interchange thus assume widening of Page Mill Road to six lanes and
accompanying improvements at the Foothill Expressway intersection.
Three distinct concepts were considered for reconfiguring the I-280 interchange in order to improve traffic,
bicycle, and pedestrian circulation. The three concepts each have unique approaches to facilitate ramp
movements and bicycle flow.
Measures to address existing park-and-ride deficiencies were incorporated into the improvement concepts.
Freeway Interchange
Improvements
Expressway Widening
for Capacity/LOS
Trail Improvements
Full or Partial Grade
Separation/Interchange
Intersection Improvement
for Safety/Operations
Intersection Improvement
for LOS
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Page Mill Expressway Corridor Study Report | 27
Chapter 5: Proposed Improvements
CONCEPT 1 – SIGNALIZATION ALTERNATIVE
Concept 1 was initially developed by Caltrans, in conjunction with the County, and refined as part of this study.
Figure 15 depicts the configuration of Concept 1.
Key components of Concept 1 include:
• Signalization of the I-280 southbound off-ramp and the I-280 northbound ramps;
• Creation of a frontage road between Christopher Lane and Old Page Mill Road, shifting access between
Page Mill Road and Christopher Lane, the private driveway, and Gerth Lane to Old Page Mill Road, and
signalization of the Old Page Mill Road intersection;
• Reduction in the radius of the I-280 northbound off-ramp to eastbound Page Mill and the westbound Page
Mill to I-280 northbound on-ramp to reduce vehicle speeds and provide a safer pedestrian crossing;
• Provision of a two-way cycle track in the median of Page Mill Road between I-280 southbound off-ramp/
Arastradero Road and Old Page Mill Road;
• Provision of a dedicated westbound right-turn lane to the I-280 northbound on-ramp; and
• New signalized pedestrian crossings of Page Mill Road at the I-280 northbound ramps and Old Page Mill
Road.
Traffic circulation patterns would generally be consistent with current movements, except for local access to
the neighborhood north of Page Mill Road, east of the interchange. Access for this neighborhood would be
modified by the provision of the frontage road. This would serve to improve accessibility for the neighborhood
by providing full movements at the proposed signal at Old Page Mill Road. Currently, Christopher Lane
movements to/from Page Mill Road are unsignalized and can be challenging to complete at peak times due to
heavy traffic volumes on westbound Page Mill Road.
Bicycle circulation would be modified from existing conditions. Bicyclists traveling westbound along the shoulder
of Page Mill Road or along Old Page Mill Road would access a median two-way cycle track at Old Page Mill
Road. A dedicated signal phase at that intersection would be provide access to/from the median cycle track. The
median cycle track would extend to the I-280 southbound off-ramp/Arastradero Road intersection. The median
cycle track allows bicycle traffic to avoid conflicts with the heavy volume of vehicles making free right-turn
movements to/from the I-280 ramps.
Pedestrian circulation would be enhanced with new sidewalks on the north side of Page Mill Road (between the
interchange and Old Page Mill Road) and the south side of Page Mill Road (between the interchange and the
park-and-ride lot), as well as new signalized crossings of Page Mill Road.
Bicycle and pedestrian circulation features are shown in Figure 16. The concept would also include to-be-
determined improvements to the park-and-ride lot.
Christopher Lane currently has an unsignalized median opening immediately adjacent to the northbound ramps Old Page Mill Road is currently an unsignalized intersection with limited sight distance
Page Mill Expressway Corridor Study Report | 28
Chapter 5: Proposed Improvements
FIGURE 15: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 1 – SIGNALIZATION Improvements Study
Page Mill Road and Interstate 280
Concept 1 - Signalization
November 2014
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along Old Page Mill Road
(requires roadway realignment)
New Two-way Cycle Track
in Median
Extend Turn Pocket for
Thru/Left-turn Lane
(requires roadway widening)
Re-align On-ramp to
Facilitate Pedestrian
Crosswalk
Re-stripe to create dedicated
Right-turn Lane
(requires roadway widening)Convert Lane to Share
Through-right
New Two-way Cycle
Track in Median
New Traffic Signal and
Pedestrian Crosswalk
Park and Ride Improvements
to be Developed
Page Mill Expressway Corridor Study Report | 29
Chapter 5: Proposed Improvements
FIGURE 16: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 1 – SIGNALIZATION, BICYCLE AND PEDESTRIAN FEATURES Improvements Study
Page Mill Road and Interstate 280
Concept 1 - Signalization
Bike and Pedestrian Facilities
November 2014
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LEGEND
Bike Facilities
Pedestrian Facilities
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New Crosswalk
Entry to Cycle Track 2-way Cycle Track New Crosswalk New Sidewalk
2-way Cycle Track
New Crosswalk
Bike-Only Phase for
Entry/Exit to Cycle Track
Bikes Travel
in Shoulders
Page Mill Expressway Corridor Study Report | 30
Chapter 5: Proposed Improvements
CONCEPT 2 – SOUTHBOUND RAMP REALIGNMENT
Concept 2 was initially developed as part of the 2003 Expressway Study process, and further refined as part of
this study. Figure 17 depicts the configuration of Concept 2.
Key components of Concept 2 include:
• Realignment of the I-280 southbound ramps to provide a standard diamond interchange configuration for the
southbound ramps. This includes elimination of the westbound to southbound loop on-ramp and re-alignment
of the I-280 southbound off-ramp to align with the I-280 southbound on-ramp instead of Arastradero Road;
• Signalization of the I-280 northbound off-ramp;
• Relocation of the westbound bicycle lane to the curb between the I-280 ramp intersections;
• Provision of a dedicated westbound right-turn lane to the I-280 northbound on-ramp; and
• New signalized pedestrian crossing of Page Mill Road at the I-280 northbound off-ramp.
The primary change to traffic circulation would be for the I-280 southbound on- and off-ramps. The southbound
off-ramp would be shifted to align with the I-280 southbound on-ramp instead of Arastradero Road. This would
serve in part to reduce cut-through traffic using Arastradero Road. As part of the reconfiguration, storage space
along the ramp would be increased. Access to I-280 southbound would require a left-turn from Page Mill Road
to the on-ramp at a signalized intersection instead of the existing free-right turn loop ramp. Dual left-turn lanes
would be provided along westbound Page Mill Road to facilitate this movement. Access for the neighborhood
east of I-280 and north of Page Mill Road would not be significantly modified from existing conditions, although
Christopher Lane would be converted to right-turn in/out only.
The elimination of the westbound to I-280 southbound loop on-ramp would remove a major conflict point for
bicycle circulation, allowing the bike lane to shift from the existing location between travel lanes to the more
standard location of adjacent to the curb. Bike lane striping would be modified elsewhere in the interchange
area to better delineate conflict points and improve bicycle comfort. The I-280 northbound off-ramp movement
to eastbound Page Mill Road would be signalized, allowing a protected bicycle and pedestrian crossing of the
currently free movement ramp.
Pedestrian circulation would be improved through a new sidewalk proposed for the north side of Page Mill Road
between Old Page Mill Road and the I-280 southbound ramps. Signalized pedestrian crossings at the I-280
northbound and southbound ramps would improve accessibility across Page Mill Road.
Bicycle and pedestrian circulation features are shown in Figure 18.
The concept would also include to-be-determined improvements to the park-and-ride lot.
Page Mill Expressway Corridor Study Report | 31
Chapter 5: Proposed Improvements
FIGURE 17: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 2 – SB RAMP REALIGNMENT
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Reconfigure SB Off-ramp to
Accommodate New Traffic Signal
(requires re-grading and realignment)
Reconfigure SB On-ramp to
Accommodate New Traffic Signal
(requires roadway widening)
Re-stripe to Provide
Second Left-turn Lane
Improvements Study
Page Mill Road and Interstate 280
Concept 2 - Southbound Ramp Realignment
November 2014
N
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Park and Ride Improvements
to be Developed
Page Mill Expressway Corridor Study Report | 32
Chapter 5: Proposed Improvements
FIGURE 18: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 2 – SB RAMP REALIGNMENT, BICYCLE AND PEDESTRIAN FEATURES
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Page Mill Road and Interstate 280
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Concept 2 - Southbound Ramp Realignment
Bike and Pedestrian Facilities
November 2014
LEGEND
Bike Facilities
Pedestrian Facilities
New Crosswalk New Sidewalk
New Sidewalk New Sidewalk
Bike Lanes
New Crosswalk
New Crosswalk
Page Mill Expressway Corridor Study Report | 33
Chapter 5: Proposed Improvements
CONCEPT 3 – ROUNDABOUT
This concept was developed as part of the current study. A
roundabout was previously been considered by Caltrans for the
I-280 southbound off-ramp/Arastradero Road intersection and
determined to be not feasible due to high traffic volumes traveling
from westbound Page Mill to the I-280 southbound on-ramp
exceeding the roundabout’s capacity. The current study addressed
this issue by moving the roundabout slightly to the west to keep the
I-280 southbound on-ramp traffic out of the roundabout.
Figure 19 depicts the configuration of Concept 3.
Key components of Concept 3 include:
• Installation of a roundabout to serve the I-280 southbound off-
ramp, Page Mill Road, Arastradero Road, and the eastbound Page Mill Road to I-280 southbound on-ramp;
• Signalization of the I-280 northbound ramps;
• Shift of the eastbound Page Mill Road to I-280 northbound on-ramp to the new northbound ramp intersection;
• Creation of a frontage road between Christopher Lane and Old Page Mill Road, shifting access between
Page Mill Road and Christopher Lane, the private driveway, and Gerth Lane to Old Page Mill Road, and
signalization of the Old Page Mill Road intersection;
• Provision of a dedicated westbound right-turn lane to the I-280 northbound on-ramp;
• New signalized pedestrian crossing at the I-280 northbound ramps intersection; and
• Provision of a bi-directional shared use path on the north side of Page Mill Road between the park-and-ride
and frontage road connection to Old Page Mill Road. The shared use path would pass beneath the I-280
southbound on- and off-ramps.
Traffic circulation patterns would generally be consistent with current movements, except for local access to
the neighborhood north of Page Mill Road, east of the interchange. Access for this neighborhood would be
modified by the provision of the frontage road. This would serve to improve accessibility for the neighborhood
by providing full movements at the proposed signal at Old Page Mill Road. Currently, Christopher Lane
movements to/from Page Mill Road are unsignalized and can be challenging to complete at peak times due to
heavy traffic volumes on westbound Page Mill Road.
Bicycle circulation would be enhanced with a few geometric changes and the shared-use path. Continuous
on-street striped bike lanes would be provided in both directions through the interchange area. The westbound
Page Mill Road to I-280 southbound loop on-ramp would be reduced to one lane from the current two-lanes to
simplify the conflict between bicycles and vehicles and allow the bike lane to shift to being adjacent to the curb.
The shared-use path would provide for bicycle travel through the interchange area by less skilled cyclists. The
shared use path would connect to the low-volume frontage road and provide direct access to the heavily used
bike route on Old Page Mill Road, allowing eastbound cyclists to avoid having to make a left-turn across Page
Mill Road. At a design speed of 25 MPH, the roundabout is also a viable option for those bicyclists choosing not
to use the shared-use path.
Pedestrian circulation would be similarly enhanced with the shared-use path. In addition, sidewalk gaps on the
south side of Page Mill Road would be closed to allow for pedestrian travel on both sides of the roadway.
Bicycle and pedestrian circulation features are shown in Figure 20.
The concept would also include to-be-determined improvements to the park-and-ride lot. By shifting Arastradero
Road to the east near Page Mill Road, the park-and-ride lot could be enlarged to provide enhanced circulation
and loading/unloading areas.
An example of a recently implemented roundabout
at an interchange (Galt, CA)
Page Mill Expressway Corridor Study Report | 34
Chapter 5: Proposed Improvements
FIGURE 19: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 3 – ROUNDABOUT
New Half-Signal
Improvements Study
Page Mill Road and Interstate 280
Concept 3 - Roundabout Concept
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November 2014
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(requires roadway realignment)
Expanded Park
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(requires roadway realignment)
Shift Access to/from
Christopher Lane to
Old Page Mill Road
Page Mill Expressway Corridor Study Report | 35
Chapter 5: Proposed Improvements
FIGURE 20: PAGE MILL ROAD/I-280 INTERCHANGE CONCEPT 3 – ROUNDABOUT, BICYCLE AND PEDESTRIAN FEATURES
New Half-Signal
Improvements Study
Page Mill Road and Interstate 280
N
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Concept 3 - Roundabout Concept
Bike and Pedestrian Facilities
November 2014
LEGEND
Bike Facilities
Pedestrian Facilities
Shared Use Path
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Bikes Travel
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to Old Page Mill Road
Page Mill Expressway Corridor Study Report | 36
Chapter 5: Proposed Improvements
5.2 PAGE MILL ROAD BETWEEN OLD PAGE MILL ROAD (WEST) AND
EL CAMINO REAL
Traffic demand on Page Mill Road between the I-280 interchange and El Camino Real was found to exceed
capacity by Year 2025, with the segment between the interchange and Foothill Expressway experiencing the
highest level of congestion. As a result, improvements have been identified for this section of the roadway. The
improvements can be grouped into three categories with different characteristics and implementation strategies:
• Widening of Page Mill Road from four to six lanes between Old Page Mill Road and Foothill Expressway;
• Grade-separation of Foothill Expressway with Page Mill Road; and
• Intersection improvements along Page Mill Road between Foothill Expressway and El Camino Real.
PAGE MILL ROAD BETWEEN OLD PAGE MILL ROAD AND FOOTHILL EXPRESSWAY
This segment needs additional travel lanes to handle existing and future demand on the corridor. The
recommended improvements along Page Mill Road in this segment were developed based on numerous design
constraints and criteria including:
• Minimize grading impacts to hillsides;
• Limit additional right of way needs; and
• Maintain a continuous Class I multi-use trail from I-280 to Foothill Expressway.
The configuration of a widened Page Mill Road was studied in the Page Mill Expressway Plan Line and Page
Mill Road Expressway Conceptual Plan – Technical Memorandum (HMH, 2015). The plan line and technical
memorandum are included as Appendix A to this report.
The eastbound direction of Page Mill Road would be widened from the current lane drop just east of Old Page
Mill Road through the Foothill Expressway intersection. The westbound direction of Page Mill Road would be
widened from immediately west of Foothill Expressway to the I-280 northbound on-ramp. As shown in the plan
line, the additional lanes would primarily be provided within the existing roadway width by replacing the existing
median and reducing lane widths to 11 feet. Minimal widening would be required on the south side of the
roadway.
In conjunction with the roadway widening project, a Class I multi-use trail would be provided along the south
side of the roadway between the I-280 interchange and Deer Creek Road. It would connect to the existing Class
I trail that extends between Deer Creek Road and the Foothill Expressway intersection. The new trail would
require grading on the south side of the roadway, but would not require any right-of-way, except for a small
sliver near Deer Creek Road, currently owned by the Stanford Land Trust.
In addition, a Class I multi-use trail would be provided between the eastern terminus of Old Page Mill Road
and Foothill Expressway to provide an improved connection for cyclists using Old Page Mill Road to travel
between the interchange and Foothill Expressway. The multi-use trail would provide a connection to the Stanford
Perimeter Trail, which runs to the north along Junipero Serra Boulevard. The existing one-way connection from
Page Mill Road to Old Page Mill Road (east) would be closed to traffic except emergency vehicles.
Along with the roadway widening would be minor improvements to the approaches of the Page Mill Road
and Foothill Expressway intersection. These improvements include lengthening of turn pockets on southbound
Junipero Serra Boulevard and re-alignment of Page Mill Road east of the intersection to align with the widened
roadway west of the intersection.
Page Mill Expressway Corridor Study Report | 37
Chapter 5: Proposed Improvements
A related project along this section of Page Mill Road are improvements to the Page Mill Road and Coyote Hill
Road intersection. This intersection is currently an unsignalized location with full access from Coyote Hill Road
onto Page Mill Road. This is one of only a few locations along the expressway system that has an unsignalized
median opening. For all such locations, the County is considering either closing the median or controlling the
location by signalization. The near-term increase of traffic volumes on Coyote Hill Road, in addition to the future
widening of Page Mill Road, would result in a safety and level of service issue with the current unsignalized,
side-street stop-controlled configuration. Two options were evaluated for this location. One option would
signalize this intersection. The other would place a median barrier along Page Mill Road across the intersection,
limiting Coyote Hill Road to right-turn in/right-turn out only.
PAGE MILL ROAD/FOOTHILL EXPRESSWAY GRADE SEPARATION
The Page Mill Road/Foothill Expressway intersection currently experiences the third highest amount of delay of
any intersection in the countywide expressway system. In the AM peak period, it causes backups along Page Mill
Road that extend more than a mile to the west to I-280. Therefore, the County is evaluating a grade separation
at this intersection. The heavy through traffic on Page Mill Road would be separated from movements along and
to/from Foothill Expressway-Junipero Serra Boulevard in each of the grade separation concepts.
The recommended improvements at the Page Mill Road/Foothill Expressway-Junipero Serra Boulevard
intersection were developed based on numerous design constraints and criteria including:
• Separate and eliminate signal for Page Mill Road through traffic;
• Minimize utility conflicts with proposed improvements;
• Limit additional right-of-way needs;
• Maintain aesthetic value; and
• Accommodate bicycles and pedestrians approaching and through the intersection.
Three concepts were evaluated for the grade separation configuration:
1) Page Mill Road through traffic would cross over the at-grade signalized intersection with Foothill Expressway.
Two lanes in each direction of Page Mill Road would be placed on an aerial structure over the intersection.
Coyote Hill Road is currently an unsignalized intersection with a median opening
Page Mill Expressway Corridor Study Report | 38
Chapter 5: Proposed Improvements
One- to two-lane ramps would provide access between the intersection and Page Mill Road. All movements
would be preserved. The aerial structure would extend from just west of Coyote Hill Road to just west of
Porter Drive. Coyote Hill Road would be converted to right-turn in/right-turn out.
2) Page Mill Road through traffic would cross under the at-grade signalized intersection with Foothill
Expressway. Two-lanes in each direction of Page Mill Road would be placed in an underpass beneath the
intersection. One- to two-lane ramps would provide access between the intersection and Page Mill Road. All
movements would be preserved. The aerial structure would extend from east of Coyote Hill Road to just west
of Porter Drive.
3) Page Mill Road through traffic would cross beneath an elevated signalized intersection with Foothill
Expressway. The approaches along Foothill Expressway and Junipero Serra Boulevard would be raised and
the existing intersection would be raised on a structure. Two lanes in each direction of Page Mill Road would
be placed in an underpass beneath the intersection at a level below grade, but not as deep as the structure
in the first concept. One- to two-lane ramps would provide access between the intersection and Page Mill
Road. All movements would be preserved. The aerial structure would extend from east of Coyote Hill Road
to west of Porter Drive.
In all three concepts, bike connectivity would be provided between Page Mill Road and Foothill Expressway.
Plan and profile views of the three concepts are depicted in Appendix A.
PAGE MILL ROAD BETWEEN FOOTHILL EXPRESSWAY AND EL CAMINO REAL
While the segment of Page Mill Road between Foothill Expressway and Ramos Way is projected to operate
at LOS E by Year 2025, it does not have the level of congestion experienced west of Foothill Expressway.
Furthermore, this segment of Page Mill Road is highly constrained due to fronting businesses and numerous
driveways. Therefore, improvements for this segment include intersection-specific improvements, developed to
increase intersection capacity and throughput.
Improvements were developed at each of the signalized intersections along this segment and include:
• Page Mill Road/Porter Drive Intersection: Add an eastbound U-turn only movement at this intersection;
• Page Mill Road/Hanover Street Intersection: Add a northbound and southbound left turn lane and convert the
signal to an 8-phase operation. Convert Hanover Street to one-through lane in each direction and add bike
lanes;
• Page Mill Road/Hansen Way Intersection: Extend left-turn storage capacity of eastbound Page Mill Road and
Hansen Way Intersection; and
• Page Mill/El Camino Real: Modify alignment of westbound left-turn lane to provide additional left-turn
storage capacity, provide a dedicated westbound right-turn lane, extend bike lanes, and possibly eliminate the
eastbound right-turn pork-chop island (will require further study).
Page Mill Expressway Corridor Study Report | 39
6. Improvement Evaluation
The concepts were evaluated using a range of analysis criteria. These included traffic circulation, bicycle
connectivity, and pedestrian connectivity.
6.1 I-280 INTERCHANGE TO FOOTHILL EXPRESSWAY
The improvement concepts between the I-280 interchange and Foothill Expressway were evaluated using a
micro-simulation tool in order to assess the overall network-wide effect of the improvements. All improvements
were analyzed assuming that Page Mill Road would be widened to six lanes between the I-280 interchange and
Foothill Expressway. This widening includes an additional eastbound through lane on Page Mill Road through
the Foothill Expressway intersection. Each of the interchange concepts were analyzed with and without a grade
separation at Foothill Expressway.
EXISTING VOLUMES
Table 8 identifies the delay and level of service for intersections between the I-280 interchange and Foothill
Expressway with each of the improvement concepts using existing traffic volumes.
Page Mill Expressway Corridor Study Report | 40
TABLE 8: INTERSECTION LEVEL OF SERVICE – IMPROVEMENTS WITH EXISTING VOLUMES AND NO FOOTHILL EXPRESSWAY GRADE SEPARATION
Intersection
Base Scenario Concept 11 Concept 21 Concept 31
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Arastradero Road3 AWSC 171.9 F 15.7 B Signal 36.6 D 36.4 D AWSC 9.3 A 32.8 C RAB 25.3 C 9.7 AI-280 SB Ramps Signal 20.4 C 43.3 D
I-280 NB Ramps SSSC 127.2 F 8.3 A Signal 3.7 A 10 A Signal 5.8 A 6.7 A Signal 4.5 A 8.2 A
Old Page Mill Road SSSC 5.6 A 9.1 A Signal 9.9 A 15.3 B SSSC 3.9 A 5.0 A Signal 1.3 A 4 A
Deer Creek Road Signal 59.0 E 11.8 B Signal 8.2 A 7.6 A Signal 6.4 A 8.3 A Signal 7.2 A 9.2 A
Foothill Expressway Signal 84.4 F 108.5 F Signal 33.8 C 43 D Signal 31.5 C 43 D Signal 31.1 C 43.4 D
Notes:
1Concepts 1 through 3 assume widening of Page Mill Road to 3 lanes in each direction
2Delay is based on average vehicle delay for all entering vehicles at signalized, roundabout and all-way stop intersections. Delay is based on average vehicle delay for the side-street movements at side-street stop-controlled intersections.
3The Base scenario and Concepts 1 and 3 provide I-280 southbound off-ramp movements at the Arastradero Road intersection. I-280 southbound on-ramp movements have no delay.
AWSC = All-way Stop Control
SSSC = Side-street Stop Control
RAB = Roundabout
Chapter 6: Improvement Evaluation
Page Mill Expressway Corridor Study Report | 41
Chapter 6: Improvement Evaluation
As shown in Table 8, each of the three improvement concepts would result in acceptable operations for all
study intersections with existing volumes. The intersection of Page Mill Road and Foothill Expressway would
operate at an acceptable level of service with the widening of Page Mill Road to six lanes and the third
eastbound lane extending through the Foothill Expressway intersection. All three concepts are effective at
reducing the delay at the I-280 southbound ramps intersection to an acceptable LOS D or better, although
Concept 3 performs better than Concepts 1 and 2 at improving intersection operations at this location.
The travel time during the peak periods between the interchange and Foothill Expressway was measured
with each of the improvement concepts using the micro-simulation model. Table 9 identifies the travel times
between I-280 and Foothill Expressway.
TABLE 9: TRAVEL TIMES – IMPROVEMENTS WITH EXISTING VOLUMES AND NO FOOTHILL EXPRESSWAY
GRADE SEPARATION
Segment Limits Period
Baseline Concept 11 Concept 21 Concept 31
Travel
Time
(min)
Travel
Time
(min)∆
Travel
Time
(min)∆
Travel
Time
(min)∆
Between I-280 NB and
Foothill Expressway
AM 7.8 3.2 -4.6 3.1 -4.7 3.1 -4.7
PM 6.9 3.2 -3.7 3.0 -3.9 3.0 -3.9
Between I-280 SB and
Foothill Expressway
AM 9.1 4.3 -4.8 3.6 -5.5 3.6 -5.5
PM 6.5 3.5 -3.0 4.0 -2.5 3.6 -2.9
Notes:
Travel times are for the peak direction. AM peak direction is eastbound and PM peak direction is westbound.
1Concepts 1 through 3 assume widening of Page Mill Road to 3 lanes in each direction.
As shown in the table, all three concepts would provide substantial travel time benefits compared to the baseline
scenario. Concept 3 would provide the greatest travel time benefit.
YEAR 2025 VOLUMES
Table 10 and Table 11 identify the delay and level of service for intersections between the I-280 interchange
and Foothill Expressway with each of the improvements concepts without and with the addition of a grade
separation at the Foothill Expressway intersection, respectively. Each of the grade separation configuration
alternatives would function similarly from an overall traffic performance perspective.
Page Mill Expressway Corridor Study Report | 42
TABLE 10: INTERSECTION LEVEL OF SERVICE – IMPROVEMENTS WITH YEAR 2025 VOLUMES AND NO FOOTHILL EXPRESSWAY GRADE SEPARATION
Intersection
Base Scenario Concept 11 Concept 21 Concept 31
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Arastradero Road3
AWSC 231.6 F 23.8 C Signal 32.3 C 52.0 D AWSC 11.3 B 17.5 B RAB 21.5 C 21.9 CI-280 SB Ramps Signal 32.5 C 53.9 D
I-280 NB Ramps SSSC 66.9 F 10.1 B Signal 11.0 B 17.2 B Signal 19.4 B 6.3 A Signal 6.6 A 8.5 A
Old Page Mill Road SSSC 5.4 A 6.9 A Signal 11.5 B 62.3 E SSSC 4.8 A 5.5 A Signal 2.1 A 6.6 A
Deer Creek Road Signal 47 D 6.3 A Signal 23.6 C 78.1 E Signal 41.7 D 5.6 A Signal 12.8 B 6.0 A
Foothill Expressway Signal 131.0 F 102.6 F Signal 129.1 F 117.1 F Signal 131.1 F 95.1 F Signal 103.9 F 98.7 F
Notes:
1Concepts 1 through 3 assume widening of Page Mill Road to 3 lanes in each direction
2Delay is based on average vehicle delay for all entering vehicles at signalized, roundabout and all-way stop intersections. Delay is based on average vehicle delay for the side-street movements at side-street stop-controlled intersections.
3The Base scenario and Concepts 1 and 3 provide I-280 southbound off-ramp movements at the Arastradero Road intersection. I-280 southbound on-ramp movements have no delay.
AWSC = All-way Stop Control
SSSC = Side-street Stop Control
RAB = Roundabout
TABLE 11: INTERSECTION LEVEL OF SERVICE – IMPROVEMENTS WITH YEAR 2025 VOLUMES AND FOOTHILL EXPRESSWAY GRADE SEPARATION
Intersection
Base Scenario Concept 11 Concept 21 Concept 31
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Control
AM Peak PM Peak
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Delay
(s)2 LOS
Arastradero Road3 AWSC 231.6 F 23.8 C Signal 32.4 C 54.1 D AWSC 11 B 19.4 B RAB 9.8 A 22.7 CI-280 SB Ramps Signal 33.8 C 72.8 E
I-280 NB Ramps SSSC 66.9 F 10.1 B Signal 7.9 A 10.9 B Signal 8.0 A 6.0 A Signal 4.5 A 17.6 B
Old Page Mill Road SSSC 5.4 A 6.9 A Signal 10.9 B 46.0 D SSSC 3.5 A 12.6 B Signal 1.6 A 42.4 D
Deer Creek Road Signal 47 D 6.3 A Signal 14.6 B 60.7 E Signal 15.2 B 67.4 E Signal 10.5 B 61.3 E
Foothill Expressway Signal 131.0 F 102.6 F Signal 22.5 C 24.2 C Signal 20.6 C 25.6 C Signal 29.5 C 25.8 C
Notes:
1Concepts 1 through 3 assume widening of Page Mill Road to 3 lanes in each direction and grade separation at Foothill Expressway
2Delay is based on average vehicle delay for all entering vehicles at signalized, roundabout and all-way stop intersections. Delay is based on average vehicle delay for the side-street movements at side-street stop-controlled intersections.
3The Base scenario and Concepts 1 and 3 provide I-280 southbound off-ramp movements at the Arastradero Road intersection. I-280 southbound on-ramp movements have no delay.
AWSC = All-way Stop Control
SSSC = Side-street Stop Control
RAB = Roundabout
Chapter 6: Improvement Evaluation
Page Mill Expressway Corridor Study Report | 43
Chapter 6: Improvement Evaluation
As shown in Table 10, the intersection of Page Mill Road and Foothill Expressway deteriorates to an
unacceptable LOS F in all scenarios with the addition of future growth out to Year 2025. In order to handle
future projected volumes at this intersection, a grade separation is required. Also shown in Table 10 is that
both Concepts 2 and 3 achieve an acceptable level of service for all other intersections with Year 2025 volumes.
Concept 1 has two intersections (Old Page Mill Road and Deer Creek Road) operate at LOS E in the PM peak
period with Year 2025 volumes. This deficiency is a result of the proposed signalized intersection at Old Page
Mill Road with Concept 1. The reduction in throughput for westbound movements at this intersection results
in significant queuing that also affects the upstream Deer Creek Road intersection. Concept 3 also includes a
signalized intersection at Old Page Mill Road but provides more green time for the westbound Page Mill Road
movement, primarily because it does not include a pedestrian crossing of Page Mill Road at this location.
As shown in Table 11, the grade separation of Page Mill Road through movements at Foothill Expressway
is sufficient to improve the operations of the intersection to an acceptable LOS C. Operations at the I-280
interchange intersections are somewhat worse with the implementation of the grade separation at the Foothill
Expressway intersection. The grade separation of Page Mill Road traffic eliminates an existing bottleneck that
meters westbound Page Mill Road traffic. Elimination of that bottleneck allows more vehicles to access the I-280
interchange during the peak period. The decrease in level of service at the Deer Creek Road intersection is
caused by higher volumes on westbound Page Mill Road approaching Deer Creek Road as a result of the grade
separation.
With Concept 1 and 3 and grade separation of the Foothill Expressway intersection, all intersections except Deer
Creek Road operate at LOS D or better. In Concpet 1, queues from the new signalized intersection at Old Page
Mill Road would occasionally spillback to Deer Creek Road due to the very high volume and the long phases
required for the Page Mill Road pedestrian crossing and bicycle access to the median cycle track.
With Concept 2, the I-280 southbound ramps intersection and Deer Creek Road intersection operate at LOS
E. The very heavy westbound left-turn volume to access I-280 southbound in this concept results in delay and
queuing for all movements at this intersection.
Concept 2 includes an all-way stop control of Arastradero Road, immediately west of the signalized I-280
southbound ramps intersection. The proximity of the two intersections results in inefficiencies and queuing
challenges. The configuration as shown would result in significant queuing on Arastradero Road and queue
spillbacks on westbound Page Mill Road. It is likely that signalization of the Arastradero Road intersection would
be required as well to avoid both issues.
Concept 3 operates the best of the three improvement concepts, with both ramp intersections operating at
LOS C or better in both peak periods. Concept 3 reduces the westbound Page Mill Road to I-280 southbound
on-ramp movement from the existing two lanes to a single lane. Analysis indicates that a single lane will be
sufficient to handle Year 2025 volumes at this location, although the movement is near capacity. Some queuing
will occur upstream as vehicles merge into the appropriate lane. Advance signage to the east is recommended
to allow vehicles to merge into the appropriate lane as early as possible. Due to the high volume of traffic
utilizing both the I-280 northbound and southbound on-ramps, some queue spillbacks will occur.
The travel time during the peak periods between the I-280 interchange and Foothill Expressway was measured
with each of the improvement concepts using the micro-simulation model. Table 12 identifies the travel times
between I-280 and Foothill Expressway without the Foothill Expressway grade separation.
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Chapter 6: Improvement Evaluation
TABLE 12: TRAVEL TIMES – IMPROVEMENTS WITH YEAR 2025 VOLUMES AND NO FOOTHILL EXPRESSWAY
GRADE SEPARATION
Segment Limits Period
Baseline Concept 11 Concept 21 Concept 31
Travel
Time
(min)
Travel
Time
(min)∆
Travel
Time
(min)∆
Travel
Time
(min)∆
Between I-280 NB and
Foothill Expressway
AM 6.7 5.4 -1.3 6.0 -0.7 4.2 -2.5
PM 2.8 6.4 3.6 2.9 0.1 3.2 0.4
Between I-280 SB and
Foothill Expressway
AM 10.3 6.0 -4.3 6.8 -3.5 4.6 -5.7
PM 3.2 5.4 2.2 3.9 0.7 3.4 0.2
Notes:
Travel times are for the peak direction. AM peak direction is eastbound and PM peak direction is westbound.
1Concepts 1 through 3 assume widening of Page Mill Road to 3 lanes in each direction.
As shown in the table, all three concepts would provide substantial travel time benefits in the morning peak
period compared to the baseline scenario. Concept 3 would provide substantially the greatest travel time benefit
in the morning peak period. All three concepts would result in an increase in travel times during the evening
peak period, although the increase with Concepts 2 and 3 would be marginal. The increase is associated with
the signalization of the westbound to I-280 northbound on-ramp in all three concepts. The signalization of that
movement, and accompanying reduction in the on-ramp radius, is intended to improve pedestrian and bicycle
safety. Travel time increases by a greater extent in Concept 1 in the PM peak period due to the signalization of
the Old Page Mill Road intersection. The pedestrian crossing and bicycle-only phase at this location result in
extensive delays to westbound traffic.
Table 13 identifies the travel times between I-280 and Foothill Expressway with a Foothill Expressway grade
separation.
TABLE 13: TRAVEL TIMES – IMPROVEMENTS WITH YEAR 2025 VOLUMES AND WITH FOOTHILL EXPRESSWAY
GRADE SEPARATION
Segment Limits Period
Baseline Concept 11 Concept 21 Concept 31
Travel
Time
(min)
Travel
Time
(min)∆
Travel
Time
(min)∆
Travel
Time
(min)∆
Between I-280 NB and
Foothill Expressway
AM 6.7 3.0 -3.7 2.8 -3.9 2.7 -4.0
PM 2.8 6.2 3.4 5.8 3.0 6.0 3.2
Between I-280 SB and
Foothill Expressway
AM 10.3 3.9 -6.4 4.0 -6.3 3.2 -7.1
PM 3.2 5.1 1.9 5.8 2.6 6.0 2.8
Notes:
Travel times are for the peak direction. AM peak direction is eastbound and PM peak direction is westbound.
1Concepts 1 through 3 assume widening of Page Mill Road to 3 lanes in each direction and grade separation of the Foothill
Expressway intersection.
The findings with the grade separation concept are similar to the findings without the grade separation concept.
Concept 3 would result in substantial morning peak period travel time savings compared to the baseline
scenario. Eastbound travel time from the I-280 southbound ramps would be reduced from 10.3 minutes in
the baseline scenario to 3.2 minutes with grade separation and with Concept 3, a reduction of 69 percent.
Page Mill Expressway Corridor Study Report | 45
Chapter 6: Improvement Evaluation
Other concepts would also have substantial eastbound morning peak period travel time benefits, although
to a somewhat lesser extent than Concept 3. Westbound travel times along Page Mill Road west of Foothill
Expressway would increase in the evening peak period by 2.0 to 3.3 minutes. The grade separation at Foothill
Expressway increases the throughput of that intersection and eliminates the substantial queuing in the baseline
scenario, thereby increasing the number of vehicles approaching the I-280 interchange in the PM peak period.
The increased traffic volumes are forecast to result in increased congestion at the interchange with all three
improvement concepts, compared to conditions today. Benefits to traffic flow approaching Foothill Expressway
are not captured in this metric. Note that the micro-simulation model does not include planned ramp metering
on the I-280 on-ramps. No implementation timeframe has been set for ramp metering, however all on-ramps in
the County are planned to be metered in the future.
Appendix B includes graphics summarizing the findings of the micro-simulation analysis of each of the
improvement concepts.
ROUNDABOUT SENSITIVITY ANALYSIS
Additional analysis was performed for Concept 3 to evaluate the sensitivity of the roundabout to additional
volume increases. With the significant improvement in travel time forecast with Concept 3 for travel from the
I-280 southbound ramp to Foothill Expressway, it is expected that some traffic currently using other routes to
access the Stanford Research Park and other employment centers along Page Mill Road will shift to Page Mill
Road. Two scenarios were analyzed for roundabout operations with a shift in traffic resulting from the Concept
3 improvements. One scenario is associated with a 10 percent increase in southbound off-ramp volumes and
the second scenario is associated with a 20 percent increase in southbound off-ramp volumes. These increases
are in addition to the Year 2025 forecast growth for this movement associated with additional land uses. The 10
percent increase is associated with a shift of 400 vehicles to the I-280 southbound off-ramp and the 20 percent
increase is associated with a shift of 800 vehicles to the I-280 southbound off-ramp. The delay and LOS at the
interchange with each of the volumes scenarios and Concept 3 is shown in Table 14.
TABLE 14: CONCEPT 3 INTERCHANGE OPERATIONS WITH POTENTIAL SHIFT IN TRAFFIC
Intersection Baseline Conditions
Concept 31
SB Off-Ramp Volume
+10%
SB Off-Ramp Volume
+20%
Delay (s)LOS Delay(s)LOS Delay(s)LOS
Arastradero Road 231.6 F 28.5 C 44.3 D
I-280 NB Ramps 35.1 D 25.9 C 23.2 C
Notes:
Represents AM peak period conditions. PM peak period conditions are not currently saturated and thus no volume shift is anticipated.
1Concept 3 conditions assume grade separation of Foothill Expressway and widening of Page Mill Road to 3 lanes in each direction
As shown in the table, while a shift in traffic to the I-280 southbound off-ramp would increase the delay
associated with the roundabout, the roundabout would still operate at an acceptable level of service, and with
substantially less delay than with baseline conditions.
BICYCLE AND PEDESTRIAN CIRCULATION
The three concepts were qualitatively evaluated for their effectiveness at addressing bicycle and pedestrian
circulation needs. All three concepts would substantially improve bicycle and pedestrian circulation from existing
conditions by providing dedicated facilities and reducing conflict points. The Page Mill Road widening to six
lanes between I-280 and Foothill Expressway includes extension of the shared-use path on the south side of the
Page Mill Expressway Corridor Study Report | 46
Chapter 6: Improvement Evaluations
roadway from Deer Creek Road to the I-280 northbound ramps. Graphics summarizing the bicycle and pedestrian
circulation benefits and constraints with each of the improvement concepts and included in Appendix B.
CONCEPT 1
Concept 1 provides a dedicated two-way cycle track in the median of Page Mill Road. The cycle track allows
cyclists to completely avoid the high-volume ramp movements occurring for both the northbound and
southbound ramps. The cycle track provides access to Old Page Mill Road via a signalized movement at the
Old Page Mill Road intersection. The challenges with the two-way cycle track are at the entry and exit points on
either end. On the eastern end, cyclists will need to wait for a dedicated intersection phase to access/egress the
cycle track. This may require a long wait in excess of two minutes. On the western end, cyclists will be required
to merge with or weave across traffic to access the cycle track. Volumes in this area will be lower since it is west
of the interchange ramps.
New pedestrian facilities will allow a continuous path from the eastern portion of the corridor to the western
portion. Pedestrians from the neighborhood near Old Page Mill Road will need to cross Page Mill Road at the
signalized I-280 northbound ramps intersection to access the sidewalk on the south side of Page Mill Road.
Pedestrians will need to cross the unsignalized eastbound Page Mill Road right-turn movements to the I-280
on-ramps.
CONCEPT 2
Concept 2 provides on-street bike lanes with fewer conflicts than the existing configuration. By eliminating the
westbound loop on-ramp to southbound I-280, a major conflict point is removed. The westbound bike lane
would be shifted to the curb to provide a safer facility for cyclists. A weave conflict would still remain as cyclists
cross traffic accessing northbound I-280. Cyclists in the eastbound direction would have a signalized crossing
of the I-280 northbound off-ramp to eastbound Page Mill Road. The concept does not modify bicycle access to
Old Page Mill Road from the current configuration, requiring an uncontrolled left-turn across westbound traffic.
New sidewalk facilities would be provided in this concept on the north side of Page Mill Road. The elimination
of the westbound to I-280 southbound loop on-ramp allows for a safer pedestrian movement on the north side
of the street. Pedestrians would cross the westbound to I-280 northbound on-ramp at a new signalized crossing.
A new sidewalk on the south side of the road west of the I-280 southbound ramps would improve pedestrian
circulation to/from the park-and-ride and Arastradero Road.
CONCEPT 3
Concept 3 provides a shared-use path on the north side of Page Mill Road in addition to on-street bike lanes.
The shared-use path would pass beneath the I-280 southbound on- and off-ramps to eliminate an existing
multi-lane weave conflict. Advanced bicycle riders would be able to continue to use the on-street bike lanes.
The shared-use path would extend to Old Page Mill Road to provide a direct connection for both directions of
travel between Old Page Mill Road and Page Mill Road. A signalized crossing would be provided for cyclists and
pedestrians to cross the I-280 northbound off-ramp.
A common bike route includes travel on Arastradero Road and Page Mill Road, west of the interchange. A few
options are provided with this concept to facilitate those movements. One option, anticipated to be utilized by
skilled cyclists, is to circulate around the roundabout in a manner similar to a vehicle. The roundabout design
speed is 25 miles per hour, with the entrances at just under 20 miles per hour. Another option for cyclists is
to cross the roundabout entries in a manner similar to pedestrians. This would provide the most direct access
between Arastradero Road and Page Mill Road. A third option would be to utilize the existing bike path that runs
behind the park-and-ride lot in the southwest corner of the intersection.
Page Mill Expressway Corridor Study Report | 47
Chapter 6: Improvement Evaluation
Considering the shared-use path on the north side of the roadway and the sidewalk on the south side of the
roadway, this option would include pedestrian facilities to handle every possible pedestrian movement. The
eastbound to I-280 northbound on-ramp would be shifted to the east to be adjacent to the I-280 northbound
off-ramp. This provides more merge distance for vehicles on eastbound Page Mill Road and also reduces the
speed for vehicle movements accessing the ramp. The reduced vehicle speed reduces the severity of the conflict
between vehicles and both pedestrians and cyclists at this location.
I-280 INTERCHANGE IMPROVEMENT ALTERNATIVES COMPARISON
Table 15 qualitatively compares the performance of each of the three concepts under each of the evaluation
criteria.
TABLE 15: I-280 INTERCHANGE IMPROVEMENT CONCEPT COMPARISON
Category
Concept 1 Concept 2 Concept 3
Signalization Southbound Ramp
Realignment Roundabout
Traffic Circulation Signalization of Old Page
Mill Road intersection
forecast to cause queuing
and congestion on Page Mill
Road. Southbound ramp
signalization addresses
existing congestion.
Heavy queuing in westbound
left-turn lane to access
southbound on-ramp. Heavy
queuing on Arastradero Road
approaching stop controlled
intersection with Page Mill
Road. Existing congestion
is alleviated by ramp
reconfiguration.
Concept substantially the most
effective at solving existing
and forecast congestion issues
throughout study area. No
forecast congestion issues.
Bicycle Circulation New two-way cycle track in
the median of Page Mill Road
between the southbound
ramps and Old Page Mill Rd.
Non-standard, but eliminates
bicycle conflicts with on- and
off-ramp volumes.
Westbound bike lane shifted to
adjacent to curb and striping
modified to clearly define
bike space approaching
intersections and ramp
movements. Removal of
westbound loop on-ramp
eliminates significant existing
conflict.
Westbound bike lane shifted to
adjacent to curb and striping
modified to clearly define
bike space approaching
intersections and ramp
movements. New shared use
path on north side of roadway
between west of southbound
ramps and Christopher
Lane allows cyclists to avoid
unprotected conflicts with
autos near interchange.
Pedestrian Circulation New signalized crossings of
Page Mill Road and sidewalk
on north side of Page Mill
Road between northbound
ramps and Old Page Mill
Road.
New signalized crossings of
Page Mill Road and sidewalk
on north side of Page Mill Rd
between southbound ramps
and Old Page Mill Road.
New signalized crossings of
Page Mill Road and shared
used path on north side of
Page Mill Rd between west
of southbound ramps and
Christopher Lane. Shift of
eastbound to northbound
loop on-ramp reduces
vehicle speed at conflict with
pedestrians.
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Chapter 6: Improvement Evaluation
Category
Concept 1 Concept 2 Concept 3
Signalization Southbound Ramp
Realignment Roundabout
Cost Factors Lowest cost as it entails least
amount of roadwork and re-
grading.
Medium to high cost to
realign southbound ramps
and reconfigure northbound
off-ramp
Highest cost due to re-
grading associated with
roundabout and realignment
of Arastradero Road.
Construction Impacts Shortest construction
timeframe and least impactful
during construction due to
limited amount of roadwork
and re-grading.
All ramp movements could be
significantly affected during
construction
Most significant and longest
duration due to significant
re-grading and construction of
roundabout.
Other Full access to/from Old Page
Mill Road and Christopher Ln
maintained at Old Page Mill
Road. Bicycles may experience
some delay accessing median
cycle track at Old Page Mill
Road.
To avoid significant queuing
on Arastradero Road, would
likely require signalization
(instead of stop control)
at Arastradero Road and
Page Mill Road intersection.
Precludes left-turn movements
to/from Christopher Lane.
Safety and security concerns
associated with shared use
path beneath southbound
ramps. Access from
Christopher Lane and Old
Page Mill Road to eastbound
Page Mill Road requires out-
of-direction travel.
COYOTE HILL ROAD INTERSECTION
An analysis was performed for the two potential configurations of the Coyote Hill Road intersection in
conjunction with the planned development and modifications to Coyote Hill Road. The key findings of the
analysis are as follows:
• The median closure improvement alternative is projected to result in acceptable operations for the Page Mill
Road/Coyote Hill Road intersection during the PM peak hour, but the intersection is anticipated to operate
at LOS E during the AM peak period, which is below the County’s established level of service target of LOS
D or better. In addition, with the elimination of left-turn access to/from Coyote Hill Road, some left-turning
traffic is anticipated to shift to Foothill Expressway and Deer Creek Road, which will worsen operations at the
intersection of those streets with Page Mill Road. With the median closure alternative, the Page Mill Road/
Deer Creek Road intersection is projected to worsen from acceptable LOS D under baseline conditions to
unacceptable LOS E during the AM peak hour.
• The signalization improvement option is projected to result in acceptable LOS C or better at the Page Mill
Road/Coyote Hill Road intersection during the AM and PM peak hours.
• With the signalization improvement alternative, the average peak directional corridor travel time along Page
Mill Road between Deer Creek Road and Coyote Hill Road is anticipated to increase by approximately 12
seconds for the AM peak hour (eastbound is peak direction) compared to baseline conditions. During the PM
peak hour, the average peak directional (westbound is peak direction) travel time remains roughly the same.
The full analysis and accompanying text is included as Appendix C.
Page Mill Expressway Corridor Study Report | 49
FOOTHILL INTERSECTION GRADE SEPARATION OPTIONS
Table 16 provides a comparison of the grade separation improvement options considered for Page Mill Road at Foothill Expressway.
TABLE 16: FOOTHILL EXPRESSWAY GRADE SEPARATION IMPROVEMENT CONCEPT COMPARISON
Option Description Right-of-Way
Acquisition Visual Impacts Pedestrians and
Bicycles Impact to Utilities
Impact to
Adjacent
Intersections
Construction
Staging
Preliminary Cost
Estimate
“Page Mill Over”Page Mill Road through
traffic will be raised to cross
above Foothill Expressway.
Page Mill Road turning
movements and Foothill
Expwy will remain at existing
grade.
Minimal. Significant.Class I facility west of
Foothill Expwy/Junipero
Serra Blvd with standard
sidewalks east of Foothill
Expwy/Junipero Serra Blvd.
Minimal. Coyote Hill Road will be
converted to a right-in, right-
out movements only. Porter
Drive can be maintained as
a signalized intersection with
all movements.
Maintains through traffic
under bridge construction.
$48 M
“Page Mill Under”Page Mill Road thru
traffic will be lowered to
cross underneath Foothill
Expressway. Page Mill Road
turning movements and
Foothill Expwy will be at
existing grade.
More than minimal.Minimal.Class I facility west of
Foothill Expwy/Junipero
Serra Blvd with standard
sidewalks east of Foothill
Expwy/Junipero Serra Blvd.
Requires relocation of PG&E
gas transmission main and
Hetch-Hetchy water lines.
Porter Drive and Coyote Hill
Road can be maintained as
signalized intersections with
all movements.
Maintains through traffic
around bridge construction.
$44 M
“Page Mill Split”Page Mill Road thru
traffic will be lowered to
cross underneath Foothill
Expressway. Page Mill Road
turning movements and
Foothill Expwy will be raised
at intersection.
More than minimal.Moderate.Class I facility west of
Foothill Expwy/Junipero
Serra Blvd with standard
sidewalks east of Foothill
Expwy/Junipero Serra Blvd.
Requires PG&E gas main
relocation.
Hetch-Hetchy water lines
may be protected in place.
Porter Drive and Coyote Hill
Road can be maintained as
signalized intersections with
all movements.
Maintains through traffic
around bridge construction.
$49 M
Notes:
Table and analysis referenced from Page Mill Road Expressway Conceptual Plan - Technical Memorandum, HMH (2015)
Cost estimates for improvements to Page Mill Road between Old Page Mill Road and Foothill Expressway were prepared by HMH as part of the Page Mill Expressway Final Plan Line and Page Mill Road Expressway Conceptual Plan. The widening of
Page Mill Road between Old Page Mill Road and Foothill Expressway was estimated to cost $12.2 Million. At-grade improvements at the Page Mill Road/Foothill Expressway-Junipero Serra Boulevard intersection associated with the Page Mill Road
widening were estimated to cost $4.8 Million. The addition of a shared-use trail on the south side of Page Mill Road between Deer Creek Road and the I-280 northbound ramps was estimated to cost $6.0 Million. Detailed cost estimates are provided
in Appendix D.
Chapter 6: Improvement Evaluation
Page Mill Expressway Corridor Study Report | 50
Chapter 6: Improvement Evaluation
6.2 FOOTHILL EXPRESSWAY TO EL CAMINO REAL
Traffic circulation with implementation of the proposed improvements along Page Mill Expressway east of
Foothill Expressway were analyzed as part of the Expressway Plan 2040 effort. The roadway segment level of
service with and without the improvements is shown in Table 17.
TABLE 17: ROADWAY SEGMENT LEVEL OF SERVICE – 2025 BUILD CONDITIONS
Segment
No Build 2025 Build 2025
Peak
Hour
Segment
Capacity
Link
Volume V/C1 LOS Segment
Capacity
Link
Volume V/C1 LOS
I-280 to Deer Creek Road AM 3,760 3,788 1.01 F 5,660 4,029 0.71 C
PM 3,820 1.02 F 4,445 0.79 C
Foothill Expressway to
Ramos Way
AM 3,400 3,387 1.00 E 3,910 3,438 0.88 D
PM 3,300 0.94 E 3,411 0.87 D
Ramos Way to Birch Street AM 3,400 3,647 1.07 F 3,910 3,699 0.95 E
PM 3,434 1.01 F 3,719 0.95 E
Source: Expressway Plan 2040 Comprehensive County Expressway Planning Study Traffic Forecasting Methodology, Existing, 2025 and 2040 Traffic Conditions (URS, 2015)
1 V/C = Volume-to-Capacity Ratio
As shown in the table, the deficient LOS F segments along Page Mill Road would be improved to operate at LOS
E or better with the identified improvements.
Intersection segment level of service with and without the improvements is shown in Table 18.
TABLE 18: INTERSECTION LEVEL OF SERVICE - 2025 BUILD CONDITIONS
Oregon-Page
Mill Expressway
Intersections
No Build 2025 Build 2025
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
Delay
(s/veh)LOS
Delay
(s/veh)LOS
Delay
(s/veh)LOS
Delay
(s/veh)LOS
Porter Drive 6.8 A 27.3 C 7.0 A 28.9 C
Peter Coutts Road 11.6 B+40.2 D 13.3 B 41.8 D
Hanover Street 88.8 F 50.4 D 53.8 D-49.0 D
Hansen Way 16.5 B 29.5 C 49.4 D 29.4 C
Ramos Way 9.0 A 18.0 B 43.8 D 19.5 B-
El Camino Real (CMP)1 72.5 E 75.3 E-74.4 E 77.0 E-
Source: Expressway Plan 2040 (URS, 2015)
Notes:
Delay and LOS is based on Traffix 8.0 using methodology described in the 2000 Highway Capacity Manual, with adjusted saturation flow
rates to reflect Santa Clara County conditions.
1(CMP) = Monitored by Congestion Management Program
The Hanover Street intersection was the only intersection operating deficiently in the No Build scenario,
operating at LOS F. As shown in the table, the proposed improvements would address the projected LOS F
condition in the AM peak hour at Hanover Street. With the proposed improvements, this location would operate
at LOS D- or better in both peak periods.
Page Mill Expressway Corridor Study Report | 51
Chapter #: Title
Cost estimates for improvements to Page Mill Road between Foothill Expressway and El Camino Real were
prepared by HMH as part of the Page Mill Expressway Plan Line and Page Mill Road Expressway Conceptual
Plan. The intersection improvements along Page Mill Road east of Foothill Expressway to west of El Camino Real
were estimated to collectively cost $2.7 Million. The intersection improvement at Page Mill Road and El Camino
Real were estimated to cost $2.4 Million. Detailed cost estimates are provided in Appendix D.
Chapter 6: Improvement Evaluation
Page Mill Expressway Corridor Study Report | 52
7. Outreach
From October 2014 to January 2015, community outreach meetings were held throughout Santa Clara County
to provide planning updates for the Expressway Plan 2040. Each meeting featured the expressway(s) located
within the host city. Three community meetings were held to share updates on Oregon-Page Mill and Foothill
Expressways. These meetings were at the following locations:
• November 17, 2014, SAP, Building 4 Loft, 2nd Floor, 3450 Hillview Avenue, Palo Alto
• November 19, 2014, Terman Middle School, 655 Arastradero Road, Palo Alto
• December 2, 2014, Los Altos Hills Community Center, 26379 Fremont Blvd, Los Altos Hills
The improvement concepts discussed in Chapter 5 and 6 were presented for discussion and community
feedback at each of these public meetings. Improvement concept plans were presented for the Page Mill Road
widening, Foothill Expressway grade separation and other proposed intersection improvements along Oregon-
Page Mill Expressway. In addition, videos of the I-280 interchange micro-simulation models for each of the
improvement concepts in future year conditions were presented and discussed with the public. Screenshots of
the micro-simulation videos presented to the public are included as Appendix E.
The I-280/Page Mill Road interchange area received the greatest amount of interest with overall support for
widening Page Mill Road between I-280 and Foothill Expressway to relieve current congestion before any
changes are made at the interchange itself. Residents on the west side of the interchange continued to request
alternatives to signalizing the freeway ramps and were receptive to the roundabout concept. Residents near
Foothill Expressway were open to the grade separation concepts for the Page Mill Road/Foothill Expressway
intersection.
Meeting summaries from the community outreach meetings are provided in Appendix F. Also included in
Appendix F are comments received from members of the community and stakeholders regarding Page Mill
Road corridor operations and potential improvements considered.
Page Mill Expressway Corridor Study Report | 53
8. Recommended Corridor Concept
The preliminary concepts and findings of the improvement concept analysis were presented to City and County
staff, Caltrans staff, and the community for feedback.
It was recommended that the six-lane widening from I-280 to Foothill Expressway and the intersection
improvements between Foothill Expressway and El Camino Real be included in the Page Mill Road Corridor Plan
and Expressway Plan 2040. It was decided not to select a preferred grade separation concept for the Page Mill
Road/Foothill Expressway-Junipero Serra Boulevard intersection. The three grade separation concepts will be
available for further study in the future when the project is ready to proceed.
Below is a discussion of the proposed final concept for the I-280 interchange along with some options for the
park-and-ride lot and interim bicycle treatments, followed by the County’s determination for the Coyote Hill
Road intersection.
8.1 I-280 INTERCHANGE
Based on the input provided, I-280 interchange improvement Concept 3 received the most popular support.
The following comment themes were received regarding Concept 3:
• It appeared to be the most effective at addressing the existing and future traffic flows through the interchange;
• It maintained the community’s desire for a rural environment;
• The shared-use path combined with the bike lanes provided bicycle facilities to serve the full spectrum of
bicycle riders;
• The neighborhood located northeast of the interchange had concerns regarding limitations to access with Old
Page Mill Road limited to right-turn out only;
• Some members of the community expressed concern about the park-and-ride lot reconfiguration included in
this concept to provide for on-site bus circulation; and
• Some members of the community expressed interest in considering a roundabout for the northbound ramps
as well.
Based on this feedback, as well as further refinement of a conceptual layout, a refined Concept 3 was
developed. This concept was designed to a roughly 10 percent design level and cost estimates were prepared.
The refined Concept 3 is shown in Figure 21. Bicycle and pedestrian features of the concept are shown in
Figure 22.
Page Mill Expressway Corridor Study Report | 54
Chapter 8: Recommended Corridor Project
FIGURE 21: PAGE MILL ROAD/I-280 INTERCHANGE REFINED CONCEPT 3 – ROUNDABOUT
Concept 3 - Roundabout Concept
N
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Improvements Study
Page Mill Road and Interstate 280
February 2015
Modified Roadway Geometry
for Bike and Pedestrian Safety
Widen to Create Dedicated
Right-turn Lane
(requires roadway expansion)
New Roundabout
Reconfigure NB Off-ramp to
Accommodate New Traffic Signal
(requires roadway realignment)
Reconfigured
Park-and-Ride Lot
Implement Two-way Traffic Circulation
along Old Page Mill Road
(requires roadway realignment)
Shift Access to/from
Christopher Lane to
Old Page Mill Road
New Traffic Signal
New Traffic Signal
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Reduce to a Single-Lane
On-Ramp Approach
Reconfigure NB On-ramp to
to Increase Merge Distance
and Improve Bike Safety
Page Mill Expressway Corridor Study Report | 55
Chapter 8: Recommended Corridor Project
FIGURE 22: PAGE MILL ROAD/I-280 INTERCHANGE REFINED CONCEPT 3 – ROUNDABOUT, BICYCLE AND PEDESTRIAN FEATURES Improvements Study
Page Mill Road and Interstate 280
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Page Mill Road
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Concept 3 - Roundabout Concept
Bike and Pedestrian Facilities
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February 2015
Old Page Mill Road
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LEGEND
On-Street Bike Facilities
Pedestrian Facilities
Shared Use Path
Widen Existing
Shared Use Path
New Sidewalk
New Bi-Directional
Shared Use Path
Bike Lanes
Bike Lanes
Bikes OK to Travel
in Shoulders
New Bi-Directional Shared Use
Path in Undercrossing Beneath
Ramps
New Shared Use Path
Extends to Existing Path
at Deer Creek
New Signalized
Pedestrian and
Bicycle Crossing
New Bi-Directional
Shared Use Path
Two-Stage Left-Turn for Eastbound
Cyclists to Access Shared Use Path
to Old Page Mill Road
New Bi-Directional
Shared Use Path
Bike Slot
Extend Sidewalk
Page Mill Expressway Corridor Study Report | 56
Chapter 8: Recommended Corridor Project
Refinements to the concept made as a result of input received and preliminary design development included:
• Refinements to the roundabout configuration to meet roundabout design best practices and streamline traffic
flow;
• Re-alignment of the I-280 southbound off-ramp approach to meet Caltrans standards;
• Modification to the Old Page Mill Road signalized intersection to allow left-turns from Old Page Mill Road to
eastbound Page Mill Road; and
• Provision of a shared use-path behind the park-and-ride lot to provide an additional option for bicycle
circulation between Page Mill Road to the west and Arastradero Road to the south.
The design layout of the roundabout concept is included
as Appendix G. The concept does not include any
profile drawings at this time. However, a preliminary
assessment indicates that it may be beneficial to increase
the elevation of the I-280 southbound ramps intersection
with Page Mill Road. It will simplify the construction of
the shared use path and reduce grade changes for users
of the path. It will also reduce grade challenges along
both the I-280 southbound off-ramp and Arastradero
Road. Further investigation will be required to identify the
potential ramifications and costs of changing the grade of
the intersection.
An opinion of probable cost was prepared for Concept 3, which includes improvements from just west of
Arastradero Road to Old Page Mill Road. The total cost of all improvements is estimated at $19.7 Million. The
estimate is very preliminary in nature due to the very limited amount of design and data collection performed
as part of this project. The probable cost of the roundabout alone was estimated to be $10.7 Million. The
preliminary opinion of probable cost is included in Appendix H.
ROUNDABOUT VERSUS SIGNAL FOR I-280 NORTHBOUND RAMPS (EAST SIDE OF INTERCHANGE)
Caltrans has adopted a policy whereby both roundabouts and signalization will be considered for all locations
where intersections meet the required warrants and an improvement is being implemented. A detailed
evaluation process, known as an Intersection Control Evaluation (ICE), will be performed by Caltrans to identify
the appropriate solution for each location. As the I-280 interchange is under Caltrans jurisdiction, an ICE will be
required prior to detailed design and construction of improvements at this location. At that time, a roundabout
will be further considered for the I-280 northbound ramps intersection. It should be noted, however, that a
roundabout on this side of the interchange faces significantly more challenges including:
• Higher traffic volumes since the very high westbound Page Mill Road to I-280 southbound on-ramp volumes
excluded from the Concept 3 roundabout would be required to pass through the I-280 northbound ramps
intersection;
• Possible infringement on the Caltrans Corporation Yard adjacent to Page Mill Road and/or steep slopes on the
south side of Page Mill Road; and
• High speeds and steep grades on westbound Page Mill Road approaching the I-280 northbound ramps.
The existing path behind the park-and-ride lot is narrow and unpaved
Page Mill Expressway Corridor Study Report | 57
Chapter 8: Recommended Corridor Project
A range of design solutions will be evaluated for feasibility and effectiveness in addressing these challenges as
part of the ICE prior to detailed design and construction of intersection improvements at the I-280 northbound
ramp intersection.
8.2 PARK-AND-RIDE LOT
The refined Concept 3 included further evaluation of opportunities to improve the Caltrans park-and-ride lot
located at the southwest corner of the Page Mill Road and Arastradero Road intersection. By shifting Arastradero
Road to feed into the roundabout, the park-and-ride lot can be reconfigured to provide an internal circulation
pattern that does not require illegal maneuvers, driveway blockages, or extensive out-of-direction travel for
buses.
A conceptual layout of a reconfigured lot is shown in Figure 23. The existing driveway on Arastradero Road
would be converted to an entry-only driveway. A bus loading/unloading area would be provided within the
reconfigured lot. A new exit-only driveway would be provided on Page Mill Road on the western end of the lot.
This allows buses to return to I-280 without traveling through the neighborhood to turn around. An additional
loading area can be provided along Page Mill Road fronting the park-and-ride lot if needed. The reconfigured
lot would have roughly the same number of spaces as the existing lot. The cost associated with this park-and-
ride lot improvement is included in the overall Concept 3 opinion of probable cost.
The community has expressed concerns regarding the existing location and heavy utilization of the Caltrans
park-and-ride lot. Caltrans and VTA are encouraged to identify other park-and-ride lot locations in the I-280
corridor to relieve the overcrowding at the Page Mill Road park-and-ride lot. The community has also requested
that the project team consider alternative locations for the park-and-ride lot. As it is a Caltrans-owned lot,
alternative areas within Caltrans jurisdiction at the interchange were reviewed. One potential location would be
the Caltrans Corporation Yard, located in the triangular area between the I-280 northbound on-ramp, I-280,
and Page Mill Road. This area currently houses a Caltrans maintenance facility and a number of cellular towers.
The provision of a park-and-ride lot in this area would require relocation of both facilities to alternate sites. A
conceptual park-and-ride lot configuration in this area is shown in Figure 24.
This concept was developed to see how it may work with Concept 3. It has not been reviewed by Caltrans
staff and the costs are not included in the opinion of probable costs for Concept 3. It can be studied further by
Caltrans when funding is available to proceed into the Project Report/Environmental Document phase for the
interchange improvements.
8.3. INTERIM BICYCLE IMPROVEMENTS THROUGH THE INTERCHANGE
As noted previously in the report, the current configuration of the I-280 interchange presents significant vehicle/
bicycle conflicts, especially with the dual free running right turn lanes from westbound Page Mill Road to the
I-280 southbound loop on-ramp. The potential
interchange improvements identified in this report
will likely take years to secure funding and proceed
through all the necessary Caltrans studies and
approval processes. Some members of the bicycling
community have requested that interim improvements
similar to the bicycle treatments through the I-280/
Alpine Road interchange be considered. Page Mill
Road experiences much higher traffic volumes than
Alpine Road, making the exact bicycle treatments used
on Alpine Road not feasible. However, as indicated in Recent modifications at Alpine Road include green bike lanes and signage
Page Mill Expressway Corridor Study Report | 58
Chapter 9: Funding, Implementation and Phasing Plan
FIGURE 23: PRELIMINARY CONCEPT FOR PARK-AND-RIDE LOT RECONFIGURATION OPTION
Page Mill Expressway Corridor Study Report | 59
Chapter 9: Funding, Implementation and Phasing Plan
FIGURE 24: PRELIMINARY CONCEPT FOR PARK-AND-RIDE LOT RELOCATION OPTION
Page Mill Expressway Corridor Study Report | 60
Chapter 8: Recommended Corridor Project
Figure 25, a number of enhanced bicycle treatments are feasible for implementation, including:
• Provision of eastbound bike lanes;
• Striping of buffered bike lanes in both directions;
• Demarcation of bike lanes with green paint, including dashed green paint in conflict areas;
• Modifications to vehicle lane alignments to clearly define areas where vehicles would yield to bicyclists; and
• Reduction in the westbound Page Mill Road to I-280 southbound on-ramp right-turn approach from two lanes
to one lane, reducing the number of lanes that will need to be crossed by westbound bicyclists
While these interim improvements would not fully address many of the existing challenges facing bicyclists
traveling through the intersection, collectively they serve to increase the visibility of bicycle facilities and reduce
the complexity of existing conflict points.
8.4. COYOTE HILL INTERSECTION
Median closure and signalization alternatives were evaluated for the Coyote Hill Road intersection. Based on
the findings of this evaluation, discussed further in Chapter 6.1 and Appendix C, the County has identified
signalization as the preferred solution. The signalization alternative provided superior Page Mill Road corridor
progression, intersection operations, and vehicular connectivity. Included in the selected signalization alternative
are the provision of dual northbound left-turn lanes on Coyote Hill Road and extension of the westbound left-
turn pocket on Page Mill Road.
Page Mill Expressway Corridor Study Report | 61
Chapter 9: Funding, Implementation and Phasing Plan
FIGURE 25: INTERIM BICYCLE IMPROVEMENT CONCEPT
Page Mill Expressway Corridor Study Report | 62
9. Funding, Implementation and Phasing Plan
Table 19 below lists the Page Mill Corridor improvements with the opinion of probable costs for each
improvement.
TABLE 19: IMPROVEMENT COST ESTIMATE SUMMARY
Improvement Opinion of Probable Cost
Interim Bicycle Improvements at the I-280 Interchange $0.2 Million
I-280 Interchange Improvements $19.7 Million
Widening of Page Mill Road to 6-lanes from Old Page Mill
Road to Foothill Expressway $17.0 Million
Provision of a Trail on the South Side of Page Mill Road
between Deer Creek Roadway and the I-280 Interchange $6.0 Million
Grade Separation of Foothill Expressway intersection $44.2 Million to $49.3 Million1
At-Grade Intersection Improvements between Foothill
Expressway and Ramos Way $2.7 Million
Intersection Improvements at El Camino Real $2.4 Million
Total $92.2 Million to $97.3 Million
Sources: Kimley-Horn (2015) and Page Mill Road Expressway Conceptual Plan - Technical Memorandum, HMH (2015)
9.1. I-280 TO FOOTHILL EXPRESSWAY
Given the existing heavy congestion along Page Mill Road and the interchange ramps, the order in which
improvements are implemented will dictate the effectiveness of those improvements. For example, modifying
the I-280 interchange configuration prior to widening Page Mill Road to six lanes will simply shift the congestion
from the off-ramps to Page Mill Road, further deteriorating circulation for a number of users.
There is no dedicated funding source for the improvements identified for Page Mill/I-280 interchange through
to Foothill Expressway. While Caltrans has a strong interest in improving the operations of the interchange
and the County and both cities have a strong interest in improving operations on Page Mill Road, funding to
implement the full set of improvements has not been identified. Therefore, it is likely that the improvement
concepts are to be implemented in phases, as funding is available. A phasing order has been established based
on the immediacy of improvement needs while ensuring the effectiveness of the transportation network at the
conclusion of each phase. The phasing is shown in Figure 26.
9.2. FOOTHILL EXPRESSWAY TO EL CAMINO REAL
These relatively simple, low cost improvements can be implemented at any time and need not be connected
to the phasing strategy for improvements west of Foothill Expressway. The primary funding source for these
improvements would be traffic impact fees collected by the City of Palo Alto.
Page Mill Expressway Corridor Study Report | 63
Chapter 9: Funding, Implementation and Phasing Plan
FIGURE 26: PROPOSED PAGE MILL ROAD PHASING
Improvements Study
Page Mill Road and Interstate 280
Project Phasing
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Phase 1 - Widening of Page Mill
Road to 3 lanes in each direction
Phase 3 - Grade Separation of Page
Mill Road at Foothill Expressway
Phase 2 – Circulation improvements at the
I-280 interchange and at Old Page Mill Road.
Includes bicycle and pedestrian facilities.
Interim Improvements - Striping
improvements to benet bicycle circulation
Page Mill Expressway Corridor Study Report | 64
Chapter 9: Funding, Implementation and Phasing Plan
INTERIM IMPROVEMENTS –BICYCLE IMPROVEMENTS THROUGH INTERCHANGE
Description: Enhance the striping and markings through the I-280 interchange area for bicycle use, similar
to the I-280/Alpine Road interchange treatment. Project would include reducing the number of WB lanes
from three to two at the I-280 westbound on-ramp, providing for one thru lane and one lane onto the I-280
southbound loop on-ramp. Bicyclists would cross only one lane at each freeway on-ramp. .
Timing: Implement when funding is available. Still requires further engineering design development and
Caltrans review.
PHASE 1 – WIDEN PAGE MILL ROAD
Description: This phase involves widening Page Mill Expressway to six lanes between Old Page Mill Road and
the Foothill Expressway-Junipero Serra Boulevard intersection to address the peak period traffic congestion
and queue spillbacks from Foothill Expressway to the interchange and onto the freeway. It includes at-grade
improvements at the Foothill Expressway-Junipero Serra Boulevard intersection. It also includes extending the
trail on the south side of Page Mill Road from Deer Creek to the I-280 interchange.
Timing: When funding becomes available.
PHASE 2 – I-280 INTERCHANGE IMPROVEMENTS
Description: Provide a roundabout in place of the stop-sign controlled I-280 southbound off-ramp and re-
align Arastradero Road. Reconfigure the access to Page Mill Road for Christopher Lane, Gerth Lane, and Old
Page Mill Road to a new frontage road with a signalized intersection at Page Mill Road. Provide a traffic signal
or a roundabout at the I-280 northbound ramps intersection. The preferred intersection control strategy for the
I-280 northbound ramps intersection will be determined through a Caltrans ICE. The improvements include
bicycle and pedestrian enhancements, including shared-use paths, sidewalks, and crosswalks. Reconfigure or
relocate the park-and-ride lot to facilitate safe bus/shuttle circulation, pending further study of the park-and-ride
lot relocation alternative.
Timing: Could be implemented at same time as Page Mill Road widening if enough funding is available.
Otherwise, would follow Page Mill Road widening.
PHASE 3 – GRADE SEPARATION FOR PAGE MILL ROAD/FOOTHILL EXPRESSWAY-JUNIPERO
SERRA BOULEVARD INTERSECTION
Description: Construct grade separation.
Timing: Long-term project to follow other improvements. Phase 1 (widening eastbound Page Mill Road to
three lanes through the intersection) will provide short term congestion relief; however, grade separation will be
required in the long term as traffic demand grows.
Page Mill Expressway Corridor Study Report | 65
10. Next Steps
The Page Mill Road Expressway Corridor improvements identified in this report will be incorporated into the
Expressway Plan 2040 report. It is likely that all of the Page Mill Road corridor projects will be in-corporated
into the Tier 1 (highest priority) list of projects, with the exception of the grade separation at Foothill Expressway-
Junipero Serra Boulevard, which is likely to be a Tier 3 project.
PROJECT DEVELOPMENT
The next steps in project development vary by project. Projects located within Caltrans right-of-way (I-280
interchange and El Camino Real) require additional Caltrans studies and approvals prior to pro-ceeding into
design and environmental review. Caltrans studies and approvals can take one to three years depending on the
complexity of the project. For a project as complex as the I-280 interchange modifications, Caltrans will require
additional alternatives analysis building on the work conducted as part of this study.
Projects outside of Caltrans right-of-way (Page Mill Expressway widening and the various intersection
improvements) can proceed into design and environmental review when funding is available. Community
outreach will be an integral part of the design and environmental process.
10.1 FUNDING
The Expressway Plan 2040 does not provide funding for projects. It identifies and prioritizes improve-ment
projects setting the stage for acquiring grants and for cities to collect traffic impact fees and/or condition
developers to provide improvements.
Most of the Tier 1 projects have potential funding sources already identified for at least a portion of the project
costs as indicated in Table 20 below.
TABLE 20: POTENTIAL FUNDING SOURCES
Improvement Potential Funding Sources
Interim bicycle improvements through interchange VTA Bicycle Expenditure Plan – This location is listed as
a Category 1 project and may be able to be fully funded
from this source.
Widening of Page Mill Expressway between Old Page Mill Road
and Foothill Expressway/Junipero Serra Boulevard including
pedestrian/bicycle trail on the south side from I-280 to Deer
Creek Road
No current funding sources.
I-280 Interchange improvements (both east and west side)Caltrans safety improvement funds – partial funding.
Intersection improvements between Porter Drive and north of
Hansen Way
Palo Alto Traffic Impact Fees and Development
mitigations – partial to full funding.
Intersection improvements at El Camino Real Palo Alto Traffic Impact Fees and Development
mitigations – partial to full funding.
The County, working in partnership with the cities, VTA, and Caltrans, will pursue all potential funding sources
to move these projects forward with implementation based on the phasing strategy.
Page Mill Expressway Corridor Study Report | Appendix A
Appendix A
PAGE MILL ROAD EXPRESSWAY CONCEPTUAL PLAN —
TECHNICAL MEMORANDUM AND PLAN LINE (HMH, 2015)
1570 Oakland Road | San Jose, California 95131 | (408) 487-2200 | (408) 487-2222 Fax | www.HMHca.com
MEMORANDUM
To: Dawn Cameron Date: March 26, 2015
From: Steve Loupe, PE Job No.: 4469.00
RE: Page Mill Road Expressway Conceptual Plan - Technical Memorandum
HMH was retained by the County of Santa Clara Roads and Airports Department and the City of Palo Alto to develop a design analysis to relieve traffic congestion and
improve bicycle and pedestrian connectivity along Page Mill Road Expressway between
Interstate 280 and Birch Street.
This project memorandum addresses design parameters and technical challenges of the project area. HMH has developed the conceptual plan in accordance with current
design manuals and standards listed in the Design Standards section.
Project Background Page Mill Road is a County owned expressway running northeast - southwest in the
northwest part of Santa Clara County. This Expressway serves as a primary
thoroughfare to both the City of Palo Alto and Stanford University, providing connection
with US 101 to the northeast and I-280 to the southwest. This plan line study aims to provide a basis for future assessment and implementation of alternatives which may provide the greatest benefit to this highly congested region.
For the purposes of this memo, the approximately 1.3 mile segment along Page Mill
Road from Caltrans Right-of-Way at Interstate 280 to the intersection of Page Mill Road with Foothill Expressway / Junipero Serra Boulevard will be considered "PM WEST". Similarly, the approximately 1.6 mile segment of Page Mill Road from its intersection
with Foothill Expressway / Junipero Serra Boulevard to Birch Street will be considered
"PM EAST". While Page Mill Road is officially considered part of the County's
Expressway system, the roadway operates as two substantially different roadway types as defined by Caltrans Highway Design Manual section 62.3 - Highway Types. PM
WEST operates with relatively high speeds and limited access control through a rural
area similar to a Throughway. Conversely, PM EAST operates with a high intersection
density, frequent property access and developed adjacent properties similar to a Major
Street.
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Sidewalks exist on one or both sides of PM EAST. A Class I multi-use trail exists on the
south side of Page Mill Road from Deer Creek Road to Foothill Expressway. Per the Santa Clara County's Expressway Plan 2040, PM WEST currently operates at
Level of Service (LOS) F and PM East operates at LOS E. Similarly, the intersection of
Page Mill Road and Foothill Expressway currently operates at a LOS F.
Description of Improvements
Along PM WEST, the plan line study aims to improve existing congestion by adding a
single lane to eastbound and westbound roadways for a total of 3 lanes each direction.
In order to add an additional lane in each direction, existing landscaped medians were reduced or converted to concrete barriers and existing lane widths were reduced from 12' to 11'. These modifications allowed roadway improvements to remain largely within
existing curb alignments. A class I multi-use trail was added along the south side of
Page Mill Road between I-680 and Deer Creek Road.
Along PM EAST, the existing four lane roadway configuration was maintained with isolated modifications to medians and curb returns at particularly impacted intersections
including Hanover Street, Hansen Way, and El Camino Real. These modifications aim
to increase turning lane storage, raise intersection LOS, and improve bicycle and
pedestrian safety.
At the Page Mill Road intersection with Foothill Expressway / Junipero Serra Boulevard,
both near-term and long-term solutions were proposed. Near-term improvements
include transitioning from 3 lanes west of Foothill Expressway to 2 lanes east of Foothill
Expressway and extending a Class I multi-use trail from Old Page Mill Road to the future Stanford Perimeter Trail. Long-term improvements will grade separate this
intersection allowing Page Mill Road through traffic to cross without obstruction. A
signal will be added to facilitate Foothill Expressway through traffic and all turning
movements.
Design Standards
American Association of State Highway & Transportation Officials (AASHTO)
Standards
ADA & Pedestrian Facilities Standards
Caltrans Highway Design Manual
Caltrans Standard Plans & Specifications
County of Santa Clara Expressway Bicycle Accommodation Guidelines
County of Santa Clara Standard Details and Specifications Manual
City of Palo Alto Bicycle & Pedestrian Transportation Plan
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Basis of Design
The recommended improvements along Page Mill Road were developed based on numerous design constraints and criteria including:
PM WEST
Minimize grading impacts to hillsides
Limit additional right of way needs
Maintain a continuous Class I multi-use trail from I-280 to Foothill Expressway PM EAST
Minimize utility conflicts with proposed improvements
Limit additional right of way needs
Maintain aesthetic value
PAGE MILL ROAD / FOOTHILL EXPRESSWAY GRADE SEPARATION ALTERNATIVES
Separate and eliminate signal for Page Mill Road through traffic
Minimize utility conflicts with proposed improvements
Limit additional right of way needs
Maintain aesthetic value
Accommodate bicycles and pedestrians approaching and through the intersection
Due to the difference of roadway functions, a design speed of 50 mph was used for PM
WEST while a design speed of 35 mph was used for PM EAST. These assignments
are consistent with posted speed limits in the project area.
For alternative analysis studies, the Page Mill Road / Foothill Expressway grade
separation through traffic was given a design speed of 50 mph while other movements
were assigned a 35 mph design speed. Horizontal Alignment
The horizontal geometry was developed in accordance with the latest Caltrans Highway
Design Manual.
Curve Radii
As PM EAST is generally a straight alignment, the only horizontal curves in the project
exist on PM WEST. Proposed alignments match existing curve radii and superelevation
rates.
For alternative analysis design, a conservative -2.0% crown was assumed for new
roadway approaches to the Page Mill Road / Foothill Expressway grade separation. Per
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Caltrans HDM Figure 202.2 - Maximum Comfortable Speed on Horizontal Curves for a
-2.0% crown at 50 mph, a minimum curve radius of 1395 ft is allowable. In these instances, a curve radius of 1500 ft was used.
Stopping Site Distance
Per Caltrans HDM Table 201.1 - Sight Distance Standards, PM WEST was assigned a stopping sight distance of 430'.
Due to the scope of improvements for PM EAST, no additional sight distance analysis
was performed.
Cross Section
The roadway cross section was developed based on County preferred lane
configurations including:
11' minimum through lanes
10' minimum turning lanes
6' minimum roadway shoulders
Vertical Alignment
The existing vertical alignment was not analyzed as part of this project. As further detailed in the Grade Separation Alternatives section, vertical curves, grades and clearances were determined for preliminary design of grade separated structures.
Crest Vertical Curves
Crest vertical curves were designed in accordance with Caltrans HDM Figure 201.4 - Stopping Sight Distance on Crest Vertical Curves yielding a Kmin = 139 at 50 mph and
Kmin = 47 at 35 mph.
Sag Vertical Curves Sag vertical curves were designed in accordance with Caltrans HDM Figure 201.5 -
Stopping Sight Distance on Sag Vertical Curves yielding a Kmin = 97 at 50 mph and Kmin
= 49 at 35 mph.
Grade
As advised for level terrain, and in order to maintain ADA standards, substantial
changes to existing grade with connected pedestrian facilities maintained a maximum
longitudinal grade of 5.0%.
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Roadways detached from the pedestrian path of travel attained grades up to 5.9% in
order to reduce earthwork volumes and conform lengths. Structure Depth
Structure depths for Page Mill Road grade separation options are based on Caltrans
HDM Section 214.8-1(b) as follows: Structures with single spans of 100' or less, use d/s=0.06
"Page Mill Under" Alternative
Span = 34'; therefore Minimum Structure Depth = 2'-1/2"
"Page Mill Split" Alternative
Span = 34'; therefore Minimum Structure Depth = 2'-1/2"
Continuous structures with multiple spans of more than 100 feet, use d/s=0.04
"Page Mill Over" Alternative
Span = 150'; therefore Minimum Structure Depth = 6'-0"
Vertical Clearance
An ultimate vertical clearance of 16.5' along Page Mill Road was held in conformance
with Caltrans HDM Section 309.2-1(a). Said clearance is the governing factor for the
profiles of both "Page Mill Under" and "Page Mill Split" options discussed below. Because the "Page Mill Over" option is assumed to be constructed over active traffic
lanes, the grade line of the overcrossing structure is based upon assumed falsework
depths during construction. Four 11' vehicular lanes are expected to be operational
during construction with two adjoining 8' shoulders. Using the structure depth found above for "Page Mill Over", Caltrans HDM Table 204.8 - Falsework Span and Depth Requirements for a 61' traffic opening yields a falsework depth of 3'-4".
Superelevation
Visual inspection of the existing roadway concluded that PM EAST exists with a standard crown, assumed to be -2.0%. PM WEST has a series of positively
superelevated horizontal curves.
Class I Bike Lanes Bicycle facilities proposed are consistent with Caltrans HDM Chapter 1000 - Bicycle
Transportation Design. The plan line improvements assume an 8' paved pathway with
2' shoulders on each side of a Class I trail.
Future study should pay particular attention to Caltrans HDM Section 1003.1(6)
mandatory design criteria: "The minimum separation between the edge of pavement of
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a one-way or a two-way bicycle path and the edge of traveled way of a parallel road or
street shall be 5 feet plus the standard shoulder widths." The proposed Class I trail alignment complies with this criteria and provides a 3'
landscape strip for aesthetic improvements between the bicycle shoulder and the
roadway curb as recommended by the City of Palo Alto. However, value engineering
analysis should evaluate the benefit of this landscape strip versus the cost of additional retaining walls necessary to retain the hilly terrain adjacent to the pathway.
Alternatives Along Page Mill Road
The project evaluated the potential widening of PM EAST to 6 lanes through Birch Ave. After a conceptual layout was provided to the County, discussions with the County and the City of Palo Alto determined that the impacts to right of way and aesthetic value
outweighed the benefits of a roadway widening. Alternatively, the plan line study
recommends localized intersection improvements to modify turn pockets and medians
with particular focus at El Camino Real, Hanover Street and Hansen Way. Additional efforts should address maintenance of access to Old Page Mill Road at its
eastern termini on Page Mill Road. The road currently serves approximately 15
residences near the western limit of the road by Christopher Lane. The eastern access
to Page Mill Road allows vehicles to enter either eastbound or westbound traffic at a dedicated through intersection. Due to the proximity to the Foothill Expressway /
Junipero Serra Blvd intersection and the speed of oncoming vehicles, this cross-traffic
can be dangerous and should be evaluated further.
Additional traffic studies are suggested to determine the need for a free flow right turn from Page Mill Road onto Deer Creek Road. While eliminating the pork chop would
better accommodate the Class I multi-use trail, it's removal will impact the flow of right
turning vehicles.
Alternatives at Foothill Expressway / Junipero Serra Intersection As part of the project study, a variety of improvement concepts were evaluated to
address congestion issues at the intersection of Page Mill Road and Foothill
Expressway / Junipero Serra Blvd. These options were considered and rejected based
upon numerous factors including right of way needs, ultimate reduction in roadway congestion, and efficiency of bicycle and pedestrian movements.
Alternatives considered but rejected include:
Grade separation of Foothill Expressway / Junipero Serra Blvd crossing over an at-grade Page Mill Expressway
Grade separation of Foothill Expressway / Junipero Serra Blvd crossing under an at-grade Page Mill Expressway
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Grade separation of Foothill Expressway / Junipero Serra Blvd crossing under a partially depressed Page Mill Expressway
Grade separation of Page Mill Road crossing over an at-grade Foothill
Expressway / Junipero Serra Blvd with all turning movements (right and left) occurring inside, and under, two elevated through-traffic structures
Grade separation of Page Mill Road crossing under an at-grade Foothill Expressway / Junipero Serra Blvd with all turning movements (right and left) occurring inside, and over, two depressed through-traffic trenches.
Grade separation of Page Mill Road crossing under a raised Foothill Expressway / Junipero Serra Blvd with all turning movements (right and left) occurring inside, and over, two depressed through-traffic trenches.
Multi-lane roundabout
The preferred alternatives, as selected by the project team, which were progressed to
conceptual design are:
"Page Mill Over"
"Page Mill Under"
"Page Mill Split"
Appendix A contains a brief description and evaluation of each option with regard to the
following:
Right of Way Acquisition
Visual Impacts
Pedestrians and Bicycles Accommodations
Utility Impacts
Impact to Adjacent Intersections
Construction Staging
Cost
Community Outreach The project team held three community outreach meetings with public participation in
both the City of Palo Alto and the Town of Los Altos Hills. These meetings, which
included discussion of the County's overall expressway system, introduced the concepts
and alternatives to the public and received community input. Exhibits of each project
were displayed alongside County staff and consultants who were available to discuss the intricacies of design and alternative considerations. Members of the public were
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given an avenue to formally record comments and concerns of the various design
concepts. With regard to this project, two particular concerns were received consistently
throughout the public outreach process. First, the need for improved bicycle facilities
both along and across Page Mill Road with particular attention at the intersection of
Page Mill Road and Hanover Street. Secondly, the aesthetic concerns associated with a grade separation structure at the intersection of Page Mill Road and Foothill Expressway / Junipero Serra Blvd.
Stakeholder Coordination
Throughout the plan line study the County of Santa Clara held multiple meetings with agency stakeholders for information and input regarding design progression. A Page
Mill Road Concept Study Technical Working Group Meeting was held on Wednesday
December 17, 2014 with attendance from Caltrans, the City of Palo Alto, the Town of
Los Altos Hills, and numerous County sub-consultants including HMH and Kimley-Horn. Additional focused discussions were held between the City of Palo Alto and the County
of Santa Clara regarding specifics of lane configurations and intersection improvements
on January 22, 2015.
Preliminary Cost Estimates
In coordination of the plan line alignments, HMH performed planning-level preliminary
estimates of project improvements divided into several categories as directed by the
city. Preliminary estimates quantified major items based on conceptual layouts including:
Earthwork
Structural Section & Concrete
Drainage
Specialty Items
Traffic Items
Structures
Right of Way Acquisition
Construction allowances of 15% were applied to capture undetermined costs associated
with minor items, mobilizations and roadway additions. A contingency of 15% was
added to cover unknown cost items. Additionally, an allowance of approximately 35% was added to the construction cost to
estimate design and administrative costs associated with additional planning,
environmental studies, plan development and construction.
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At the County of Santa Clara's direction separate estimates were performed for the
following project subsets:
Page Mill Expressway - West of Foothill Expressway - Roadway
Page Mill Expressway - West of Foothill Expressway - Trail
Page Mill Expressway - East of Foothill Expressway to El Camino Real
Page Mill Expressway at El Camino Real
"Page Mill At-Grade" Option
"Page Mill Over" Option
"Page Mill Under" Option
"Page Mill Split" Option
Conclusion
Page Mill Road experiences significant congestion in both the AM and PM peak periods. While construction of a grade separation is necessary to obtain a target level
of service rating, interim improvements to widen PM WEST to six lanes in parallel with
intersection improvements along PM EAST should help facilitate the flow of traffic to
and from Foothill Expressway / Junipero Serra Blvd.
Please feel free to contact me if you have any questions or comments regarding the
criteria, alternative analysis, or project history discussed in this memorandum.
Sincerely,
Steve Loupe, PE
Civil Engineering Manager
Option Description Right-of-Way Acquisition Visual Impacts
Pedestrians and Bicycles Impact to Utilities
Impact to
Adjacent Intersections Construction Staging Preliminary Cost Estimate
"Page Mill Over"
Page Mill Road through traffic will be raised to cross above Foothill Expressway. Page Mill Road turning movements and
Foothill Expwy will remain at
existing grade.
Minimal. Significant.
Class I facility west of
Foothill Expwy / Junipero
Serra Blvd with standard
sidewalks east of Foothill Expwy / Junipero Serra Blvd
Minimal
Coyote Hill Road will
be converted to a
right-in, right-out
movements only.
Porter Drive can be
maintained as a signalized intersection with all movements
Maintains through
traffic under bridge
construction.
$48 M
"Page Mill Under"
Page Mill Road thru traffic will be lowered to cross underneath
Foothill Expressway. Page Mill
Road turning movements and
Foothill Expwy will be at existing
More than minimal. Minimal.
Class I facility west of
Foothill Expwy / Junipero Serra Blvd with standard sidewalks east of Foothill E/JiSBld
Requires relocation of
PG&E gas transmission main and Hetch-Hetchy tli
Porter Drive and Coyote Hill Road can
be maintained as
signalized
intersections with all
Maintains through traffic around bridge construction.$44 M
PAGE MILL ROAD GRADE SEPARATION ALTERNATIVE ANALYSIS
APPENDIX A
py g
grade.Expwy / Junipero Serra Blvd water lines.movements
"Page Mill Split"
Page Mill Road thru traffic will be
lowered to cross underneath
Foothill Expressway. Page Mill
Road turning movements and Foothill Expwy will be raised at intersection.
More than minimal. Moderate.
Class I facility west of Foothill Expwy / Junipero Serra Blvd with standard sidewalks east of Foothill
Expwy / Junipero Serra Blvd
Requires PG&E gas main relocation. Hetch-Hetchy water lines may be
protected in place.
Porter Drive and
Coyote Hill Road can
be maintained as
signalized intersections with all movements
Maintains through traffic around bridge construction.$49 M
Page Mill Expressway Corridor Study Report | Appendix C
Appendix C
COYOTE HILL ROAD & PAGE MILL ROAD INTERSECTION ANALYSIS
(KIMLEY-HORN, 2015)
kimley-horn.com 100 W. San Fernando Street, Suite 250, San Jose, CA 95113 669 800 4139
Technical Memorandum
To:Ms. Dawn Cameron
County of Santa Clara
Roads and Airports Department
From: Adam Dankberg, P.E.
Luke Schwartz, P.E.
Kimley-Horn and Associates, Inc.
Date: March 11, 2015
RE:Coyote Hill Road & Page Mill Road Intersection Analysis
EXECUTIVE SUMMARY
This technical memorandum documents the traffic analysis assumptions, methodology and findings
comparing two potential improvement alternatives for the Page Mill Road/Coyote Hill Road
intersection. The improvement options currently being considered by the County include closure of
the median gap along Page Mill Road, effectively allowing right-in/right-out access only to/from
Coyote Hill Road, or signalization of this intersection.
This analysis finds that the signalization improvement option results in acceptable level of service
(LOS) for the Page Mill Road/Coyote Hill Road intersection during the AM and PM peak hours.
Under the median closure improvement alternative, the elimination of the existing left-turn access
to/from Coyote Hill Road is anticipated to cause left-turning traffic to shift to Foothill Expressway and
Deer Creek Road, which will worsen operations at the intersections of those streets with Page Mill
Road. With the median closure improvement alternative, the Page Mill Road/Coyote Hill Road and
Page Mill Road/Deer Creek Road intersections are projected to operate at LOS E for the AM peak
hour period, which is below the County’s established level of service target of LOS D or better. The
intersection of Page Mill Road/Foothill Expressway/Junipero Serra Boulevard is currently functioning
at LOS F and will continue to do so under either the signalization or median closure alternative.
The signalization improvement option is projected to result in acceptable LOS C or better at the Page
Mill Road/Coyote Hill Road intersection during the AM and PM peak hours. While the intersection
would operate well in terms of average control delay, the westbound left-turn queues (westbound
Page Mill Road to Coyote Hill Road) in the AM and the northbound left-turn queues (northbound
Coyote Hill Road to Page Mill Road) in the PM are projected to extend beyond the provided storage
area. Additionally, the northbound left-turn movement in the PM peak hour would operate at LOS F.
The addition of a second northbound left-turn lane at the Page Mill Road/Coyote Hill Road
intersection would improve the side-street delays, LOS and queuing considerably. Furthermore, there
appears to be adequate width in the existing median to extend the existing westbound left-turn pocket
to about 280 feet, which would reduce the likelihood of queues spilling back and impeding westbound
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through traffic. Incorporating those modifications, the signalization of the Page Mill Road/Coyote Hill
Road intersection results in an estimated increase in peak directional corridor travel time of
approximately 12 seconds during the AM peak (eastbound) and a decrease of about one second
during the PM peak (westbound) compared to baseline conditions.
INTRODUCTION
As a supplementary task to the ongoing work being performed for the Page Mill Road & Interstate
280 (I-280) Improvements Analysis study, Kimley-Horn and Associates, Inc. was retained by the
County of Santa Clara to provide traffic engineering support to evaluate improvement alternatives
under consideration for the Page Mill Road/Coyote Hill Road intersection, located in unincorporated
Santa Clara County, CA.
Coyote Hill Road provides access to the Stanford Research Park, just south of Foothill Expressway.
Coyote Hill Road is currently a four-lane, undivided roadway extending from Page Mill Road east to
Hillview Avenue. The Page Mill Road/Coyote Hill Road intersection is currently configured with side-
street stop-control (SSSC) and drivers are known to experience considerable delays waiting at the
Coyote Hill Road side-street approach due to heavy congestion along Page Mill Road, particularly
during the AM and PM commute periods. Traffic volumes, and thus intersection delays, along Coyote
Hill Road are anticipated to increase with the planned implementation of on-street parking and with
the occupancy of planned and approved development sites within the Stanford Research Park along
Hillview Avenue. The Page Mill Road/Coyote Hill Road intersection is one of only a handful of
locations throughout the entire Countywide expressway system that has an uncontrolled median
opening. Due to the additional demand anticipated with the addition of on-street parking and nearby
development projects, the County is considering improvement options to improve traffic operations at
this intersection.
The purpose of this technical memorandum is to document the traffic analysis assumptions,
methodology and findings comparing the improvement alternatives for the Page Mill Road/Coyote Hill
Road intersection and potential impacts to peak period Page Mill Road corridor operations.
Figure 1 shows the study area vicinity for this analysis.
Proposed Coyote Hill Road Improvements
Geometric and striping improvements have been proposed for Coyote Hill Road to convert the four-
lane road to a two-lane configuration in order to provide bike lanes and on-street parking. The
addition of parallel parking on this street is intended to provide additional parking to access nearby
recreational trail facilities. The new on-street parking on Coyote Hill Road will serve as replacement
parking for spaces lost along Stanford Avenue as part of the Stanford Perimeter Trail project. Current
plans include the addition of 33 parallel parking spaces extending approximately 700 feet east of
Page Mill Road with sidewalks connecting the on-street parking to the Matadero Trail at Page Mill
Road.Figure 2 shows a conceptual design of the proposed Coyote Hill Road configuration.
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A traffic analysis study1 was performed for the proposed Coyote Hill Road improvements and is
referred to herein as the “Coyote Hill Road – Road Diet Study”. The configuration for the Page Mill
Road/Coyote Hill Road intersection and traffic growth assumptions for Coyote Hill Road were
referenced from this recently prepared traffic study for use in this analysis.
METHODOLOGY
Intersection Improvement Alternatives
The following improvement alternatives are being considered for the existing Page Mill Road/Coyote
Hill Road SSSC intersection:
l Median Closure – The existing raised median along Page Mill Road will be extended
through the Coyote Hill Road intersection, effectively eliminating left-turn access from the
major street (Page Mill Road) and side-street (Coyote Hill Road); and
l Signalization – Installation of a traffic signal that would allow all vehicle movements at the
intersection. No pedestrian crossing of Page Mill Road would be provided.
Traffic Volumes
The traffic operations analysis performed for the intersection improvement alternatives includes
analysis of weekday AM and PM peak hour conditions. Traffic volumes used for this analysis reflect
near-term conditions, which include existing traffic volumes plus additional traffic projected to be
generated by new recreational trail parking provided along Coyote Hill Road and traffic generated by
occupancy of planned and approved development projects along Hillview Avenue. The assumptions
and procedures used to develop these near-term traffic volumes are discussed briefly below, while
additional traffic volume details and calculations are provided in Attachment A.
Figure 3 shows the near-term AM and PM peak hour intersection turning movement volumes used in
this analysis.
Existing Traffic Volumes
Existing AM (6:30 AM to 10:00 AM) and PM (3:00 PM to 6:00 PM) intersection turning movement
count volumes were collected for the Page Mill Road & I-280 Improvements Analysis study at the
Page Mill Road/Deer Creek Road and the Page Mill Road/Foothill Expressway/Junipero Serra
Boulevard intersections on September 30, 2014. The peak hour volumes from this dataset were
referenced for these intersections for this analysis. Page Mill Road experiences strong directionality in
traffic flows during the AM (78% eastbound) and PM (71% westbound) peak hour periods.
The Page Mill Road/Foothill Expressway/Junipero Serra Boulevard has been identified as one of the
most congested intersections in the County, with significant delays and queuing during peak traffic
periods. During the AM peak period, eastbound traffic demand along Page Mill Road exceeds the
1 Robert H. Eckols, P.E., Fehr & Peers.Stanford Perimeter Trail – Coyote Hill Road Parking [TechnicalMemorandum]. November 3, 2014. Jim Inglis, Stanford Real Estate.
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throughput capacity at this intersection, resulting in oversaturated conditions and long queues
extending to the west along Page Mill Road. In oversaturated conditions, observed traffic count
volumes reflect intersection throughput capacity, not actual vehicle demand. The full peak hour
demand at this intersection approach would include the observed traffic throughput at the intersection
plus those vehicles that would be served during the peak hour if the intersection had sufficient
capacity, measured as the change in the approach vehicle queue during the peak hour period. In
order to account for this unserved demand that is not reflected in the AM peak hour traffic count data,
turning movement count data was reviewed to compare the eastbound Page Mill Road traffic flows
departing the I-280 interchange and approaching the Foothill Expressway/Junipero Serra Boulevard
intersection. Based on this review, it was determined that there is an imbalance of approximately 180
vehicles in the eastbound direction between the interchange and Foothill Expressway, which is
consistent with the observed queue approaching Foothill Expressway during the peak hour. The Deer
Creek Road intersection had an underserved volume of 70 vehicles in the eastbound direction. These
are vehicles that would have passed through the intersection were it not for downstream congestion
at the Foothill Expressway/Junipero Serra Boulevard. To more accurately reflect the full demand at
the intersection approaches in oversaturated conditions, the unserved demand was added to the
existing AM peak hour volumes along eastbound Page Mill Road between Deer Creek Road and
Foothill Expressway.
Turning movement counts at Page Mill Road/Coyote Hill Road were not collected by either the Page
Mill Road & I-280 Improvements Analysis study or the Coyote Hill Road – Road Diet Study.
Therefore, the eastbound and westbound Page Mill Road segment volumes at this intersection were
estimated based on the 2014 volumes from the adjacent Page Mill Road/Deer Creek Road and Page
Mill Road/Foothill Expressway/Junipero Serra intersections. Turning movement volumes to/from
Coyote Hill Road were estimated based on 2013 peak hour roadway segment count volumes
presented in the Coyote Hill Road – Road Diet Study. The volumes presented in the Coyote Hill Road
– Road Diet Study reflect an average over three consecutive weekdays. The average daily traffic
volume along Coyote Hill Road (1,652 vehicles) includes a significant imbalance in the daily
directional traffic flow, with a 67% / 33% split in the southbound/northbound traffic flow. The
imbalance in the daily flow on Coyote Hill Road is primarily due to the SSSC at the Coyote Hill Road /
Page Mill Road intersection. The stop sign control and heavy peak period volumes on Page Mill Road
make it difficult for northbound vehicles on Coyote Hill Road to turn left onto westbound Page Mill
Road during the morning and evening peak periods.
For the purposes of evaluating corridor-wide traffic progression along Page Mill Road under each of
the potential intersection improvement alternatives, additional traffic data was referenced from AM
and PM peak hour traffic analysis models prepared for the 2011/12 cycle of the Metropolitan
Transportation Commission’s (MTC)Program for Arterial System Synchronization (PASS), which
included development of corridor timing improvements for Page Mill Road.
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kimley-horn.com 100 W. San Fernando Street, Suite 250, San Jose, CA 95113 669 800 4139
Traffic Generated by Proposed Parking and Development Projects
Traffic from On-Street Parking
The traffic anticipated to be added to Coyote Hill Road by the proposed addition of on-street parking
was referenced from the Coyote Hill Road – Road Diet Study. The proposed addition of parking is
estimated to add approximately 490 to 735 daily trips and roughly 22 to 55 peak hour trips to Coyote
Hill Road, depending on parking space turnover rates. These estimates include net new trips
generated by the additional recreational trail parking, trips diverted from the previous trail parking
located on Stanford Avenue, and an additional 10 to 15 percent increase in trips due to vehicles
circulating while attempting to locate available parking spaces. To provide a conservative analysis,
this study assumes that peak hour trip generation for the recreational trail parking will coincide with
the AM and PM peak hour periods at the Page Mill Road/Coyote Hill Road intersection. A total 55
peak hour trips are assumed to be added to Coyote Hill Road, with 75 percent of these trips
distributed to Page Mill Road to the west and 25 percent of these trips distributed to Hillview Avenue
to the east.
Traffic from Development Projects
As documented in the Coyote Hill Road – Road Diet Study, there are two unoccupied or approved but
not yet built developments within the Stanford Research Park that are anticipated to contribute traffic
to Coyote Hill Road in the near future. These sites are both located along Hillview Avenue, south of
Coyote Hill Road, and are identified as follows:
l 3406 Hillview Avenue: 61,320 square feet office (currently unoccupied)
l 3431 Hillview Avenue: 500,000 square feet office (ongoing construction at the VMWare
campus)
The additional traffic anticipated to be added to Coyote Hill Road by these proposed developments
was referenced from the Coyote Hill Road – Road Diet Study. The total trip generation estimated for
these two projects includes approximately 6,767 daily, 1,053 AM and 1,012 PM peak hour trips. Per
the Coyote Hill Road – Road Diet Study, approximately 45 percent of the inbound traffic generated by
these development projects is assumed to use Coyote Hill Road. The remaining trips would use Page
Mill Road, Junipero Serra Boulevard, Foothill Expressway, and Arastradero/Charleston Road. Since
fewer outbound trips from these developments would be expected to use Coyote Hill Road due to the
long delays at the SSSC intersection at Page Mill Road, only 15 percent of the outbound trips from
these developments are assumed to use Coyote Hill Road.
Traffic Volume Adjustments for Intersection Improvement Alternatives
Median Closure Improvement Alternative
With closure of the median at the Page Mill Road/Coyote Hill Road intersection, left turn access
to/from Coyote Hill Road will be eliminated. For this improvement alternative, the traffic operations
analysis includes the following adjustments to near-term traffic volumes (existing volumes plus traffic
generated by planned development and added on-street parking):
l Westbound left-turn traffic from Page Mill Road to Coyote Hill Road will divert to Foothill
Expressway (60%) and Deer Creek Road (40%);
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l Northbound left-turn traffic from Coyote Hill Road to Page Mill Road will divert to the
northbound right-turn movement (75%), to Deer Creek Road (15%) and Foothill Expressway
(10%).
Signalization Improvement Alternative
With signalization of the Page Mill Road/Coyote Hill Road intersection, vehicle delays at the Coyote
Hill Road side-street approach would likely be reduced and the northbound traffic demand at this
intersection would be expected to increase. With signalization of this intersection, it is assumed that
the existing traffic volumes at the northbound approach would increase by approximately 25 percent.
In addition, it is assumed that the percent of outbound trips generated by the proposed Hillview
Avenue development projects using Coyote Hill Road would increase from 15 percent to 35 percent.
With signalization, the northbound left- and right-turning movement volumes at this intersection are
assumed to be distributed proportionately to the existing AM and PM peak hour directional distribution
of traffic flows along Page Mill Road.
Analysis Parameters and Performance Metrics
For this study, analysis of traffic operations at the intersection level is focused on performance
metrics such as Level of Service (LOS), delays and queueing. At the corridor level, the intent of this
study is to evaluate traffic progression along Page Mill Road in terms of average travel time, speeds,
and overall corridor control delay. Signalized intersections along Page Mill Road are currently very
closely coordinated. This study will evaluate whether the addition of a new signalized intersection will
reduce the effectiveness of the existing coordination.
Analysis of traffic operations at intersections is based on the concept of LOS. The LOS of an
intersection is a qualitative measure used to describe operational conditions. LOS ranges from A
(best), which represents minimal delay, to F (worst), which represents heavy delay and a facility that
is operating with significant congestion. For SSSC intersections, LOS is defined as a function of
average control delay for each minor street approach movement. For signalized intersections, LOS is
defined as a function of average control delay for the intersection as a whole.Table 1 relates the
operational characteristics associated with each LOS category for signalized and unsignalized
intersections.
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Table 1: Intersection Level of Service Definitions
Level ofService Description
Signalized(Avg. controldelay per
vehiclesec/veh.)
Unsignalized(Avg. controldelay per
vehiclesec/veh.)
A Free flow with no delays. Users are virtually unaffectedby others in the traffic stream [ 10 [ 10
B Stable traffic. Traffic flows smoothly with few delays.$ 10 – 20 $ 10 – 15
C Stable flow but the operation of individual usersbecomes affected by other vehicles. Modest delays.$ 20 – 35 $ 15 – 25
D Approaching unstable flow. Operation of individualusers becomes significantly affected by other vehicles.Delays may be more than one cycle during peak hours.$ 35 – 55 $ 25 – 35
E Unstable flow with operating conditions at or near the
capacity level. Long delays and vehicle queuing.$ 55 – 80 $ 35 – 50
F Forced or breakdown flow that causes reduced capacity.Stop and go traffic conditions. Excessive long delays
and vehicle queuing.
$ 80 $ 50
Sources: Transportation Research Board,Highway Capacity Manual 2000, National Research Council, 2000.
Levels of Service, intersection delays and queueing for this study were determined using methods
defined in the Highway Capacity Manual (HCM) as calculated using Synchro traffic analysis software.
Analysis of corridor performance was performed using SimTraffic microsimulation analysis software.
Existing signal timing inputs are based on current timing sheets provided by the County of Santa
Clara.
Synchro and SimTraffic output worksheets for all analysis scenarios are contained in Attachment B.
ANALYSIS RESULTS
Intersection Levels of Service
Intersection traffic operations were evaluated for baseline conditions (existing intersection geometrics
and traffic control), as well as for the median closure and signalization improvement alternatives for
the Page Mill Road/Coyote Hill Road intersection based on the near-term AM and PM peak hour
volumes presented in Figure 3. The median closure improvement option is anticipated to shift some
traffic from Coyote Hill Road to parallel streets and ultimately to the adjacent signalized intersections
along Page Mill Road; therefore, the intersection analysis results include the Page Mill Road/Foothill
Expressway and Page Mill Road/Deer Creek Road intersections. For the signalization improvement
alternative, it was assumed that signal timing offsets along Page Mill Road at Foothill Expressway,
Coyote Hill Road and Deer Creek Road would be optimized to maintain corridor traffic progression
with the addition of the new signalized intersection. Results of this analysis are presented in Table 2.
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Table 2: Intersection Levels of Service
#Location Traffic
Control
AM Peak PM Peak
Delay LOS Delay LOS
Baseline Conditions
1 Page Mill Rd & Foothill Expwy Signal 81.5 F 101.6 F
2 Page Mill Rd & Coyote Hill Rd SSSC ECL F ECL F
3 Page Mill Rd & Deer Creek Rd Signal 46.8 D 17.1 B
Median Closure Improvement Alternative
1 Page Mill Rd & Foothill Expwy Signal 93.5 F 102.3 F
2 Page Mill Rd & Coyote Hill Rd SSSC 38.6 E 17.5 C
3 Page Mill Rd & Deer Creek Rd Signal 64.2 E 18.5 B
Signalization Improvement Alternative
1 Page Mill Rd & Foothill Expwy Signal 80.6 F 86.6 F
2 Page Mill Rd & Coyote Hill Rd Signal 8.8 A 23.0 C
3 Page Mill Rd & Deer Creek Rd Signal 42.9 D 9.7 A
Notes:
1. SSSC = Side-Street Stop-Control; Signal = Signalized;
2. ECL = Delay exceeds calculable limit (>180 seconds/vehicle).
3. Delay based on worst minor street approach movement for SSSC intersections. Delay based on average intersection delay
for signalized intersections.
4. Intersections operating below the established LOS targets are shown in bold. The County target of LOS D applies to the
intersections of Page Mill Rd/Coyote Hill Rd and Page Mill Rd/Deer Creek Rd. The VTA Congestion Management Program
(CMP) identifies LOS F as the target for the Page Mill Rd/Foothill Expwy intersection, as this intersection was operating at LOS
F for the baseline year of the CMP.
As shown in Table 2, the signalization improvement option generally results in better operational
performance in terms of delay and LOS compared to the median closure improvement option. With
closure of the median, the intersections of Page Mill Road/Coyote Hill Road and Page Mill
Road//Deer Creek Road are projected to operate at LOS E during the AM peak hour, which is below
the County LOS target of LOS D. At Page Mill Road/Coyote Hill Road, the LOS E is associated with
the northbound right-turn movement, which would be required to wait for a gap in eastbound Page
Mill Road traffic in order to complete its turning movement.
Also shown in Table 2, the delay, and in some cases the LOS, is actually slightly worse at the Page
Mill Road/Foothill Expressway and Page Mill Road/Deer Creek Road intersections with the median
closure alternative compared to baseline conditions and the signalization alternative because the
median closure alternative is likely to shift some left-turn traffic from the Coyote Hill Road intersection
to these adjacent streets.
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While the Page Mill Road/Coyote Hill Road intersection as a whole operates at LOS C during the PM
peak hour with the signalization improvement alternative, the northbound approach would operate at
LOS F with an average control delay for the left-turn movement of about 114 seconds/vehicle. With
the addition of a second northbound left-turn lane, the average control delay during the PM peak hour
for the northbound left-turn movement would be reduced by about 14 seconds (13%).
Vehicle Queuing
As congestion increases, it is common for traffic at signals and stop signs to form lines of stopped (or
queued) vehicles. The 95th percentile queue2 is used as the benchmark for queuing impacts as a
standard transportation engineering practice. For the purposes of this study, a potential queuing
issue is identified at an intersection where the estimated 95th percentile queue length in a dedicated
turn lane is projected to exceed the storage limits of the existing turn pocket, assuming a typical
vehicle length and spacing from the adjacent vehicle of a total of 25 feet.
As mentioned previously, Synchro analysis software was used to calculate vehicle queues at the
intersection of Page Mill Road & Coyote Hill Road. Key findings of the intersection queuing analysis
are summarized as follows:
l Median Closure Improvement Alternative
n No queueing concerns identified.
l Signalization Improvement Alternative
n AM Peak – Westbound left-turn queues will extend to 287 feet, exceeding the
available turn pocket storage by about 187 feet (approximately 7-8 car lengths).
n PM Peak – Westbound left-turn queues will extend to 146 feet, exceeding the
available turn pocket storage by about 46 feet (approximately 1-2 car lengths).
n PM Peak – Northbound right-turn queues will extend to 177 feet, exceeding the
available turn pocket storage by about 27 feet (approximately 1 car length). In
addition, average left-turn queues at this approach are projected to extend to 380
feet (16 car lengths), with 95th percentile queues extending to over 530 feet at times
during the PM peak hour.
As noted above in the Intersection Levels of Service section, the addition of a second northbound left-
turn lane would provide substantial benefit in the signalization improvement alternative. With the
addition of a second northbound left-turn lane, average queues for that movement would be reduced
by about 180 feet (7-8 vehicle lengths) and 95th percentile queues would be reduced by about 280
feet (11 vehicle lengths).
2 The 95th percentile queue is calculated as occurring with 95th percentile traffic volumes, allowing forconsideration of fluctuations in traffic. This represents a condition where for 95 percent of the time during thepeak period traffic volumes and related queuing will be at, or less than, the queue length indicated.
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Page Mill Road Corridor Performance
SimTraffic microsimulation analysis software was utilized to evaluate corridor performance along
Page Mill Road for baseline conditions and for each of the two intersection improvement alternatives.
The AM and PM peak hour SimTraffic models used for this evaluation include the extended 2.7-mile
segment of the Page Mill Road corridor from I-280 to El Camino Real; however, for the purposes of
this study, the corridor performance evaluation is focused on the segment of Page Mill Road from
west of Deer Creek Road to Foothill Expressway/Junipero Serra Boulevard. For the signalization
improvement alternative, it was assumed that signal timing offsets along Page Mill Road at Foothill
Expressway, Coyote Hill Road and Deer Creek Road would be optimized to maintain corridor traffic
progression with the addition of the new signal. In addition, two northbound left-turn lanes are
assumed at Page Mill Road/Coyote Hill Road for the signalization alternative.
Table 3 below summarizes the projected average corridor travel time, speeds, and delay along the
Page Mill Road between Deer Creek Road and Foothill Expressway under each intersection
improvement alternative.
Table 3: Page Mill Road Corridor Operations
Metric AM Peak PM Peak
Eastbound Westbound Eastbound Westbound
Baseline Conditions
Average Travel Time (sec)957 115 170 76
Average Delay (sec)431 40 41 27
Average Speed (mph)6.8 20.5 38.3 31.1
Median Closure Improvement Alternative
Average Travel Time (sec)1,091 52 174 72
Average Delay (sec)459 6 47 24
Average Speed (mph)6.0 44.9 37.4 32.6
Signalization Improvement Alternative
Average Travel Time (sec)969 59 172 75
Average Delay (sec)428 13 45 26
Average Speed (mph)6.7 39.9 38.0 31.4
Notes:(a) Corridor travel times, delay and speeds estimated using SimTraffic software.
(b) Eastbound results reflect Page Mill Road from I-280 to Foothill Expressway. Because nocontrol points exist west of Deer Creek Road, westbound results reflect Page Mill Road from
Foothill Expressway to Deer Creek Road.
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As shown in Table 2, compared to baseline conditions, the average peak directional travel time along
Page Mill Road with signalization is approximately 12 seconds longer during the AM peak hour (peak
direction is eastbound), and approximately the same during the PM peak hour (peak direction is
westbound). Both the signalization and median closure alternatives provide considerable travel time
improvement in the AM off-peak direction (westbound) compared to baseline conditions by reducing
forecast delays associated with westbound left-turn queues spilling back beyond the turn pocket and
impeding through traffic at Page Mill Road/Coyote Hill Road. It should be noted that the spillback of
the westbound left-turn queues at this location does not necessarily occur currently, but is projected
to become an issue under baseline conditions with the additional traffic generated by the future on-
street parking on Coyote Hill Road and development planned at Stanford Business Park.
Bicycle Circulation
With the existing Matadero Creek Trail located just east of Page Mill Road and planned addition of
bike lanes along Coyote Hill Road, there is likely to be additional demand for access between these
bicycle facilities and Page Mill Road. While Page Mill Road does not have marked bike lanes, the
shoulders are designed to allow bike travel. With the signalization improvement option at the Page
Mill Road/Coyote Hill Road intersection, cyclists will have a protected phase to cross from Coyote Hill
Road to westbound Page Mill Road. With the median closure improvement alternative, cyclists
traveling along eastbound Page Mill Road will not have a conflict with left-turning vehicle movements,
but cyclists traveling on northbound Coyote Hill Road will not have the opportunity to cross the
intersection to westbound Page Mill Road.
CONCLUSIONS AND RECOMMENDATIONS
The purpose of this technical memorandum is to document the traffic analysis assumptions,
methodology and findings comparing two potential improvement alternatives for the Page Mill
Road/Coyote Hill Road intersection. The improvement options currently being considered by the
County include closure of the median gap along Page Mill Road, effectively allowing right-in/right-out
access only to/from Coyote Hill Road, or signalization of this intersection. The pertinent findings of
this analysis are summarized as follows:
l The median closure improvement alternative is projected to result in acceptable operations
for the Page Mill Road/Coyote Hill Road intersection during the PM peak hour, but the
intersection is anticipated to operate at LOS E during the AM peak period, which is below the
County’s established level of service target of LOS D or better. In addition, with the
elimination of left-turn access to/from Coyote Hill Road, some left-turning traffic is anticipated
to shift to Foothill Expressway and Deer Creek Road, which will worsen operations at the
intersection of those streets with Page Mill Road. With the median closure alternative, the
Page Mill Road/Deer Creek Road intersection is projected to worsen from acceptable LOS D
under baseline conditions to unacceptable LOS E during the AM peak hour.
l The signalization improvement option is projected to result in acceptable LOS C or better at
the Page Mill Road/Coyote Hill Road intersection during the AM and PM peak hours. While
this location is anticipated to operate acceptably based on the average intersection control
delay and LOS, the Coyote Hill Road intersection approach is projected to operate at LOS F
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with average delay of approximately 114 seconds per vehicle for the left-turn movement and
queues that regularly extend back 380 to 530 feet from the intersection during the PM peak
hour. The addition of a second northbound left-turn lane at the Page Mill Road/Coyote Hill
Road intersection would improve the side-street delays, LOS and queuing considerably.
Relative to conditions under the signalization improvement option with a single northbound
left-turn lane, with a second northbound left-turn lane the average control delay during the
PM peak hour for the northbound left-turn movement would be reduced by about 14 seconds
(13%), average queues would be reduced by about 180 feet (7-8 vehicle lengths) and 95th
percentile queues would be reduced by about 280 feet (11 vehicle lengths).
l With the signalization improvement option at Page Mill Road/Coyote Hill Road, the AM peak
hour vehicle queues at the westbound left-turn lane are projected to spill back beyond the
existing turn pocket by about four to seven (4-8) vehicles. During the PM peak hour, these
queues are projected to spill back beyond the turn pocket occasionally by one to two (1-2)
vehicles. Modification of the existing median would allow for extension of the existing left-turn
pocket for this movement.
l With the signalization improvement alternative, the average peak directional corridor travel
time along Page Mill Road between Deer Creek Road and Coyote Hill Road is anticipated to
increase by approximately 12 seconds for the AM peak hour (eastbound is peak direction)
compared to baseline conditions. During the PM peak hour, the average peak directional
(westbound is peak direction) travel time remains roughly the same.
FIGURES:
Figure 1 – Study Area Vicinity
Figure 2 – Conceptual Design of Proposed Coyote Hill Road Improvements
Figure 3 – Intersection Turning Movement Volumes
ATTACHMENTS:
Attachment A – Traffic Volume Assumptions
Attachment B – Synchro Analysis Worksheets
Coyote Hill Road & Page Mill Road Intersection Analysis
Page Mill Road and Interstate 280 Improvements Study
Figure 1: Study Area Vicinity
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Coyote Hill RoadCoyote Hill Road
Proposed Coyote Hill Road improvements
include reduction from four to two lanes,
addition of bike lanes and on-street parking
Planned/approved oce developments
within Stanford Research Research Park
Intersection improvements considered
at Page Mill Road/Coyote Hill Road
Figure 2: Conceptual Design of Proposed Coyote Hill Road Improvements
Source: Robert H. Eckols, P.E., Fehr & Peers.Stanford Perimeter Trail – Coyote Hill Road Parking [Technical Memorandum]. November 3, 2014. Jim Inglis, Stanford Real Estate.
Coyote Hill Road & Page Mill Road Intersection Analysis
Page Mill Road and Interstate 280 Improvements Study
Figure 3: Intersection Turning Movement Volumes
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Legend:
Study Intersections
Near-Term AM(PM) VolumesXX(YY)
X
STOP SSSC Intersection
Signalized Intersection
1
2
3
1
Foothill Expwy
Pa
g
e
M
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R
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356(479)
121(340)
229(86)
410(329)
109(297)
237(207)
61
4
(
1
8
2
7
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26
3
(
1
6
4
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98
(
1
1
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32
4
(
1
6
3
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20
5
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8
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23
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3
Deer Creek Rd
Pa
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28(168)
31(76)
78
8
(
2
6
6
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76
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3
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9
8
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28
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4
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1
Foothill Expwy
Pa
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M
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356(479)
121(340)
229(86)
410(329)
119(384)
237(207)
52
2
(
1
7
7
9
)
3
5
5
(
2
1
2
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98
(
1
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33
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1
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20
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Pa
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45(298)
31(76)
76
7
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2
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7
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13
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6
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30
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9
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2
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Pa
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50(223)
91
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3
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ST
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Pa
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31(281)
45(159)
84
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2
4
2
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15
3
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8
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25
6
5
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1
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2
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52
6
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3
3
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MEDIAN CLOSURE
ALTERNATIVE
SIGNALIZATION
ALTERNATIVE
Near-Term intersection volumes include existing trac and trips generated by planned on-street parking along
Coyote Hill Road and occupancy of planned/proposed development projects in Stanford Research Park.
Attachment A: Traffic Volume Assumptions
Existing
Volume
Added Trips
(Parking)
Added Trips
(Development)
Existing
Volume
Added Trips
(Parking)
Added Trips
(Development)
Daily Volume 1,652 551 2,031 1,788 551 2,707
Eastbound 1,108 276 1,523 1,108 276 1,523
Westbound 544 276 508 680 276 1,184
AM Peak Hour Volume 249 41 439 252 41 462
Eastbound 237 21 421 237 21 421
Westbound 12 20 18 15 20 41
PM Peak Hour Volume 118 41 199 142 41 370
Eastbound 21 21 71 21 21 71
Westbound 97 20 128 121 20 299
Notes:
Traffic Volumes
Coyote Hill Road Volume Assumptions
- With signalization of the Page Mill Rd/Coyote Hill Rd intersection, the baseline westbound volume on Coyote Hill Rd is assumed to increase by 25% due to
reduction in approach delays compared to the side-street stop-controlled configuration.
Coyote Hill Road Volumes
(East of Page Mill Rd)
Page Mill Rd/Coyote Hill Rd - Unsignalized Page Mill Rd/Coyote Hill Rd - Signalized
- Existing Daily volume for Coyote Hill Road referenced from Stanford Perimeter Trail-Coyote Hill Road Parking Analysis Memorandum (Fehr & Peers, July 9, 2014).
Existing Daily volume represents 3-day average for counts collected in May 2013.
- Existing AM peak hour volume based on highest hourly volume between 6:00AM-10:00AM. PM peak hour volume based on highest hourly volume between
3:00PM-7:00PM.
- Due to oversaturated conditions during the AM peak period where the EB traffic demand exceeds the available capacity, the EB traffic flow recorded at the Page
Mill Rd/Foothill Expwy intersection does not reflect the full demand. The full AM peak hour demand should include the recorded traffic flow plus unserved queue at
the EB approach. To estimate the unserved demand, the EB departure volumes along Page Mill Rd departing the I-280 interchange were compared to the approach
volumes at Deer Creek Road and at Foothill Expwy. Based on this review, it was estimated that the unserved demand along EB Page Mill is approximately 68 vehicles
at Deer Creek Rd and 182 vehicles at Coyote Hill Rd. The unserved demand was added to the existing EB volumes at these intersections to reflect the full traffic
demand.
Trip Generation for Proposed Coyote Hill Road Parking
Trip Generation for Nearby Planned/Approved Development
- The increase in volume at the NB approach at the Page Mill Rd/Coyote Hill Rd intersection with signalization is anticipated to be applied to the NB left-turn
movement. This increase represents a shift to this intersection from Page Mill Rd/Foothill Expwy (40%) and Page Mill Rd/Deer Creek Rd (60%).
- With signalization of the Page Mill Rd/Coyote Hill Rd intersection, the % of outbound trips from planned development projects using Coyote Hill Road is estimated
to increase from 15% to 35%.
- Trips generated by planned parking spaces referenced from Stanford-Coyote Hill Road traffic study (Daily = 735, Peak Hour = 55). Trips generated by the planned
addition of on-street parking along Coyote Hill Road include net new trips generated by additional parking, trips diverted from previous parking supply on Stanford
Avenue, and an additional 10-15% increase due to vehicles circulating while attempting to locate available parking.
- For the purposes of providing a conservative analysis, it is assumed that the peak hourly trips generated by the addition of on-street parking (55 trips) occurs during
the AM and PM peak hour traffic period at the Page Mill Road/Coyote Hill Road intersection.
- Per the Stanford-Coyote Hill Road traffic study, there will be additional traffic added to Coyote Hill Road due to planned or approved but not yet occupied
development in the nearby Stanford Research Park. Per the traffic study, approximately 45% of the Daily inbound (1,523) trips generated by planned nearby
development will utilize Coyote Hill Road eastbound. Due to challenges with crossing Page Mill Road from the stop-controlled intersection at Coyote Hill Road, only
15% of these outbound trips (508) are anticipated to use Coyote Hill Road westbound. For the purposes of this analysis, these same distribution percentages are
assumed for AM and PM peak hour directional trips generated by development projects.
- Assumed directional distribution for trips generated by planned on-street parking: 50% in / 50% out
- Assumed geographic distribution for trips generated by planned on-street parking:
- 75% from Page Mill Road;
- 25% from the east (Hillview Ave)
- Peak Hour Factor (PHF) for Coyote Hill Rd approach assumed to be consistent with existing PHF at Deer Creek Rd.
- NB & SB through volumes at Page Mill Rd/Coyote Hill Rd estimated based on volumes at adjacent intersection of Page Mill Rd/Deer Creek Rd
Intersection Volume Assumptions
- For existing unsignalized intersection configuration, the following turning movement distribution to/from Coyote HIll Rd is assumed:
- From Page Mill Road to Coyote Hill Rd = Match existing NB/SB distribution % along Page Mill Rd
- From Coyote Hill Rd to Page Mill Rd = WB to SB is 50% of SB distribution on Page Mill Rd; WB to NB is equal to existing Page Mill Rd distribution + 50% of SB
- For scenario with closure of median, the following turning movement distribution is assumed to/from Coyote HIll Rd:
- From Page Mill Road to Coyote Hill Rd = EB right turns remain same. WB lefts divert to Foothill Expwy (60%) and Deer Creek (40%)
- From Coyote Hill Rd to Page Mill Rd = 75% of previous left-turns make right turn to EB Page Mill Rd (before making a right-turn on Foothill). Other 25%
divert to Foothill Expwy (10%) and Deer Creek (15%)
- For scenario with installation of a traffic signal, the following turning movement distribution to/from Coyote HIll Rd is assumed:
- From Page Mill Road to Coyote Hill Rd = Match existing NB/SB distribution % along Page Mill Rd
- From Coyote Hill Rd to Page Mill Rd = Background traffic increase with signalization is applied to NB left-turn.
Attachment B: Synchro Analysis Worksheets
Baseline Conditions (AM Peak)
Coyote Hill Road & Page Mill Road Analysis Baseline Alternative
1: Foothill Expressway & Page Mill Road AM Peak
HCM 2000 Intersection Capacity Analysis Synchro 9 Report
Kimley-Horn & Associates, Inc.3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)324 2052 234 263 614 98 119 410 237 229 356 121
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.2 5.7 5.7 4.2 5.7 5.7 4.6 5.3 5.3 4.3 5.3 5.3
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.95 1.00 1.00 0.96
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot)3150 3800 1750 3150 3800 1750 3150 3800 1750 875 1900 1750
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm)3433 3539 1750 3433 3539 1750 3433 3539 1750 1770 3539 1750
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)324 2052 234 263 614 98 119 410 237 229 356 121
RTOR Reduction (vph) 0 0 86 0 0 54 0 0 128 0 0 96
Lane Group Flow (vph) 324 2052 148 263 614 44 119 410 109 229 356 25
Confl. Peds. (#/hr)2 2
Confl. Bikes (#/hr)4 7 20 23
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 9 6 5 2 7 4 3 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 29.2 102.3 102.3 15.8 84.7 84.7 12.5 27.7 27.7 24.7 39.6 39.6
Effective Green, g (s)29.2 102.3 102.3 15.8 84.7 84.7 12.5 27.7 27.7 24.7 39.6 39.6
Actuated g/C Ratio 0.15 0.54 0.54 0.08 0.45 0.45 0.07 0.15 0.15 0.13 0.21 0.21
Clearance Time (s)5.7 5.7 4.2 5.7 5.7 4.6 5.3 5.3 4.3 5.3 5.3
Vehicle Extension (s)4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0
Lane Grp Cap (vph) 484 2046 942 261 1694 780 207 554 255 113 396 364
v/s Ratio Prot 0.10 c0.54 c0.08 0.16 0.04 0.11 c0.26 c0.19
v/s Ratio Perm 0.08 0.02 0.06 0.01
v/c Ratio 0.67 1.00 0.16 1.01 0.36 0.06 0.57 0.74 0.43 2.03 0.90 0.07
Uniform Delay, d1 75.8 43.9 22.1 87.1 34.8 29.9 86.2 77.7 73.9 82.7 73.3 60.4
Progression Factor 1.17 0.82 0.92 1.26 0.50 0.02 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 6.7 0.0 57.5 0.6 0.1 3.8 5.6 1.6 491.5 22.8 0.1
Delay (s)89.0 42.7 20.3 167.2 17.9 0.7 90.0 83.3 75.5 574.2 96.0 60.5
Level of Service F D C F B A F F E F F E
Approach Delay (s)46.5 56.4 81.9 245.0
Approach LOS D E F F
Intersection Summary
HCM 2000 Control Delay 81.5 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.17
Actuated Cycle Length (s)190.0 Sum of lost time (s)24.0
Intersection Capacity Utilization 105.4% ICU Level of Service G
Analysis Period (min)15
c Critical Lane Group
Coyote Hill Road & Page Mill Road Analysis Baseline Alternative
2: Coyote Hill Rd & Page Mill Road AM Peak
HCM 2000 Intersection Capacity Analysis Synchro 9 Report
Kimley-Horn & Associates, Inc.3/10/2015
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h)2565 526 153 851 5 45
Sign Control Free Free Stop
Grade 0%0% 0%
Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00
Hourly flow rate (vph) 2565 526 153 851 5 45
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)8
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 2565 3296 1282
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 2565 3296 1282
tC, single (s)4.1 6.8 6.9
tC, 2 stage (s)
tF (s)2.2 3.5 3.3
p0 queue free %9 0 71
cM capacity (veh/h)169 1 156
Direction, Lane #EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1
Volume Total 1282 1282 526 153 426 426 50
Volume Left 0 0 0 153 0 0 5
Volume Right 0 0 526 0 0 0 45
cSH 1700 1700 1700 169 1700 1700 6
Volume to Capacity 0.75 0.75 0.31 0.91 0.25 0.25 8.19
Queue Length 95th (ft) 0 0 0 166 0 0 Err
Control Delay (s)0.0 0.0 0.0 100.5 0.0 0.0 Err
Lane LOS F F
Approach Delay (s)0.0 15.3 Err
Approach LOS F
Intersection Summary
Average Delay 124.3
Intersection Capacity Utilization 92.7% ICU Level of Service F
Analysis Period (min)15
Coyote Hill Road & Page Mill Road Analysis Baseline Alternative
3: Deer Creek & Page Mill Road AM Peak
HCM 2000 Intersection Capacity Analysis Synchro 9 Report
Kimley-Horn & Associates, Inc.3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)0 3060 280 76 776 0 44 0 31 0 0 0
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)5.7 5.7 4.0 5.7 4.0 4.0
Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00
Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot)3539 1563 1770 3539 3433 1583
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm)3539 1563 1770 3539 3433 1583
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)0 3060 280 76 776 0 44 0 31 0 0 0
RTOR Reduction (vph) 0 0 10 0 0 0 0 0 29 0 0 0
Lane Group Flow (vph) 0 3060 270 76 776 0 44 0 2 0 0 0
Confl. Bikes (#/hr)3 2
Turn Type Prot NA Perm Prot NA Prot Perm
Protected Phases 1 6 5 2 4
Permitted Phases 6 4
Actuated Green, G (s)152.7 152.7 13.5 170.2 10.1 10.1
Effective Green, g (s)152.7 152.7 13.5 170.2 10.1 10.1
Actuated g/C Ratio 0.80 0.80 0.07 0.90 0.05 0.05
Clearance Time (s)5.7 5.7 4.0 5.7 4.0 4.0
Vehicle Extension (s)4.0 4.0 3.0 4.0 3.0 3.0
Lane Grp Cap (vph)2844 1256 125 3170 182 84
v/s Ratio Prot c0.86 c0.04 0.22 c0.01
v/s Ratio Perm 0.17 0.00
v/c Ratio 1.08 0.21 0.61 0.24 0.24 0.02
Uniform Delay, d1 18.7 4.4 85.7 1.3 86.3 85.3
Progression Factor 1.00 1.00 0.83 1.69 1.00 1.00
Incremental Delay, d2 41.6 0.4 7.9 0.2 0.7 0.1
Delay (s)60.2 4.8 78.7 2.4 87.0 85.4
Level of Service E A E A F F
Approach Delay (s)55.6 9.2 86.3 0.0
Approach LOS E A F A
Intersection Summary
HCM 2000 Control Delay 46.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 1.01
Actuated Cycle Length (s)190.0 Sum of lost time (s)17.7
Intersection Capacity Utilization 99.3% ICU Level of Service F
Analysis Period (min)15
c Critical Lane Group
Arterial Level of Service
Baseline Alternative 3/10/2015
Coyote Hill Road & Page Mill Road Analysis SimTraffic Report
Kimley-Horn & Associates, Inc.Page 3
Arterial Level of Service: EB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
Deer Creek 3 337.1 811.1 1.2 10
Coyote Hill Rd 2 29.9 58.6 0.4 25
Foothill Expressway 1 64.1 87.1 0.3 11
Porter Dr 5123 12.9 36.7 0.3 26
Peter Coutts Rd 5122 7.8 25.2 0.2 30
Hanover 5120 27.2 62.9 0.4 24
Hansen Way 5117 5.3 19.5 0.1 25
Ramos 5115 3.2 23.2 0.2 33
El Camino Real 1104 70.6 84.9 0.1 6
Total 558.1 1209.2 3.2 14
Arterial Level of Service: WB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
El Camino Real 1104 281.2 431.5 1.6 14
Ramos 5115 7.5 22.1 0.1 23
Hansen Way 5117 42.3 63.9 0.2 12
Hanover 5120 41.0 54.6 0.1 9
Peter Coutts Rd 5122 11.7 46.2 0.4 33
Porter Dr 5123 3.6 22.4 0.2 33
Foothill Expressway 1 22.9 43.0 0.3 22
Coyote Hill Rd 2 36.5 82.8 0.3 17
Deer Creek 3 3.7 32.2 0.4 45
Total 450.5 798.6 3.7 17
Baseline Conditions (PM Peak)
Coyote Hill Road & Page Mill Road Analysis Baseline Conditions
1: Foothill Expressway & Page Mill Road PM PEAK
HCM 2000 Intersection Capacity Analysis Synchro 9 Report
Kimley-Horn & Associates, Inc.3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)163 816 162 164 1827 114 375 329 207 86 479 340
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 0.97 1.00 1.00 0.94
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot)3150 3800 1750 3150 3800 1750 3150 3800 1750 875 1900 1750
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm)3433 3539 1750 3433 3539 1750 3433 3539 1750 1770 3539 1750
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)163 816 162 164 1827 114 375 329 207 86 479 340
RTOR Reduction (vph) 0 0 69 0 0 33 0 0 168 0 0 109
Lane Group Flow (vph) 163 816 93 164 1827 81 375 329 39 86 479 231
Confl. Peds. (#/hr)1 3 3 1 3 1 1 3
Confl. Bikes (#/hr)2 7 14 22
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 4 3 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 14.7 118.8 118.8 16.3 120.4 120.4 28.5 33.8 33.8 21.6 26.6 26.6
Effective Green, g (s)14.9 120.5 120.5 16.5 122.1 122.1 29.1 35.1 35.1 21.9 27.9 27.9
Actuated g/C Ratio 0.07 0.57 0.57 0.08 0.58 0.58 0.14 0.17 0.17 0.10 0.13 0.13
Clearance Time (s)4.2 5.7 5.7 4.2 5.7 5.7 4.6 5.3 5.3 4.3 5.3 5.3
Vehicle Extension (s)3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0
Lane Grp Cap (vph) 223 2180 1004 247 2209 1017 436 635 292 91 252 232
v/s Ratio Prot 0.05 0.21 c0.05 c0.48 c0.12 0.09 c0.10 c0.25
v/s Ratio Perm 0.05 0.05 0.02 0.13
v/c Ratio 0.73 0.37 0.09 0.66 0.83 0.08 0.86 0.52 0.13 0.95 1.90 0.99
Uniform Delay, d1 95.6 24.3 20.1 94.1 35.4 19.3 88.5 79.7 74.5 93.5 91.0 91.0
Progression Factor 0.95 0.99 0.94 1.10 0.91 0.55 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 11.3 0.5 0.2 5.5 3.1 0.1 15.8 1.0 0.3 75.7 419.9 57.3
Delay (s)102.2 24.4 19.0 109.0 35.4 10.7 104.2 80.7 74.8 169.2 511.0 148.3
Level of Service F C B F D B F F E F F F
Approach Delay (s)34.8 39.8 89.0 342.2
Approach LOS C D F F
Intersection Summary
HCM 2000 Control Delay 101.6 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s)210.0 Sum of lost time (s)16.0
Intersection Capacity Utilization 98.6% ICU Level of Service F
Analysis Period (min)15
c Critical Lane Group
Coyote Hill Road & Page Mill Road Analysis Baseline Conditions
2: Coyote Hill Rd & Page Mill Road PM PEAK
HCM 2000 Intersection Capacity Analysis Synchro 9 Report
Kimley-Horn & Associates, Inc.3/10/2015
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h)1023 33 80 2502 86 159
Sign Control Free Free Stop
Grade 0%0% 0%
Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00
Hourly flow rate (vph) 1023 33 80 2502 86 159
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)8
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1023 2434 512
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1023 2434 512
tC, single (s)4.1 6.8 6.9
tC, 2 stage (s)
tF (s)2.2 3.5 3.3
p0 queue free %88 0 69
cM capacity (veh/h)674 23 507
Direction, Lane #EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1
Volume Total 512 512 33 80 1251 1251 245
Volume Left 0 0 0 80 0 0 86
Volume Right 0 0 33 0 0 0 159
cSH 1700 1700 1700 674 1700 1700 62
Volume to Capacity 0.30 0.30 0.02 0.12 0.74 0.74 3.95
Queue Length 95th (ft) 0 0 0 10 0 0 Err
Control Delay (s)0.0 0.0 0.0 11.1 0.0 0.0 Err
Lane LOS B F
Approach Delay (s)0.0 0.3 Err
Approach LOS F
Intersection Summary
Average Delay 631.1
Intersection Capacity Utilization 80.6% ICU Level of Service D
Analysis Period (min)15
Coyote Hill Road & Page Mill Road Analysis Baseline Conditions
3: Deer Creek & Page Mill Road PM PEAK
HCM 2000 Intersection Capacity Analysis Synchro 9 Report
Kimley-Horn & Associates, Inc.3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)0 983 46 36 2552 0 285 0 76 0 0 0
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00
Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot)3539 1563 1770 3539 3433 1558
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm)3539 1563 1770 3539 3433 1558
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)0 983 46 36 2552 0 285 0 76 0 0 0
RTOR Reduction (vph) 0 0 9 0 0 0 0 0 68 0 0 0
Lane Group Flow (vph) 0 983 37 36 2552 0 285 0 8 0 0 0
Confl. Bikes (#/hr)3 2 2
Turn Type Prot NA Perm Prot NA Prot Perm
Protected Phases 1 6 5 2 4
Permitted Phases 6 4
Actuated Green, G (s)165.1 165.1 8.5 177.6 22.7 22.7
Effective Green, g (s)166.8 166.8 8.5 179.3 22.7 22.7
Actuated g/C Ratio 0.79 0.79 0.04 0.85 0.11 0.11
Clearance Time (s)5.7 5.7 4.0 5.7 4.0 4.0
Vehicle Extension (s)4.0 4.0 3.0 4.0 3.0 3.0
Lane Grp Cap (vph)2810 1241 71 3021 371 168
v/s Ratio Prot 0.28 0.02 c0.72 c0.08
v/s Ratio Perm 0.02 0.01
v/c Ratio 0.35 0.03 0.51 0.84 0.77 0.05
Uniform Delay, d1 6.2 4.5 98.7 8.1 91.1 84.0
Progression Factor 1.00 1.00 1.01 0.89 1.00 1.00
Incremental Delay, d2 0.3 0.0 3.2 1.8 9.2 0.1
Delay (s)6.5 4.6 103.2 8.9 100.3 84.1
Level of Service A A F A F F
Approach Delay (s)6.4 10.2 96.9 0.0
Approach LOS A B F A
Intersection Summary
HCM 2000 Control Delay 17.1 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s)210.0 Sum of lost time (s)16.0
Intersection Capacity Utilization 85.3% ICU Level of Service E
Analysis Period (min)15
c Critical Lane Group
Arterial Level of Service
Baseline Conditions 3/9/2015
Coyote Hill Road & Page Mill Road Analysis SimTraffic Report
Kimley-Horn & Associates, Inc.Page 3
Arterial Level of Service: EB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
Deer Creek 3 11.3 93.6 1.2 46
Coyote Hill Rd 2 4.7 33.4 0.4 43
Foothill Expressway 1 25.4 43.3 0.3 22
Porter Dr 5123 4.8 30.5 0.3 31
Peter Coutts Rd 5122 9.1 29.7 0.2 25
Hanover 5120 66.1 108.0 0.4 14
Hansen Way 5117 27.0 41.7 0.1 12
Ramos 5115 95.3 135.5 0.2 7
El Camino Real 1104 85.3 99.7 0.1 5
Total 328.9 615.3 3.2 20
Arterial Level of Service: WB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
El Camino Real 1104 79.1 241.9 1.7 25
Ramos 5115 19.6 34.4 0.1 15
Hansen Way 5117 9.2 29.9 0.2 25
Hanover 5120 19.0 32.4 0.1 15
Peter Coutts Rd 5122 17.0 58.4 0.4 26
Porter Dr 5123 15.7 36.8 0.2 20
Foothill Expressway 1 82.4 121.1 0.3 9
Coyote Hill Rd 2 12.1 32.4 0.3 29
Deer Creek 3 15.0 43.3 0.4 33
Total 269.1 630.6 3.8 22
Median Closure Improvement Alternative (AM Peak)
Coyote Hill Road & Page Mill Road Analysis Median Closure Alternative
1: Foothill Expressway & Page Mill Road AM Peak
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)330 2057 238 355 522 98 119 410 237 229 356 121
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.2 5.7 5.7 4.2 5.7 5.7 4.6 5.3 5.3 4.3 5.3 5.3
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.95 1.00 1.00 0.96
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot)3150 3800 1750 3150 3800 1750 3150 3800 1750 875 1900 1750
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm)3433 3539 1750 3433 3539 1750 3433 3539 1750 1770 3539 1750
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)330 2057 238 355 522 98 119 410 237 229 356 121
RTOR Reduction (vph) 0 0 87 0 0 54 0 0 128 0 0 96
Lane Group Flow (vph) 330 2057 151 355 522 44 119 410 109 229 356 25
Confl. Peds. (#/hr)2 2
Confl. Bikes (#/hr)4 7 20 23
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 9 6 5 2 7 4 3 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 29.3 102.3 102.3 15.8 84.6 84.6 12.5 27.7 27.7 24.7 39.6 39.6
Effective Green, g (s)29.3 102.3 102.3 15.8 84.6 84.6 12.5 27.7 27.7 24.7 39.6 39.6
Actuated g/C Ratio 0.15 0.54 0.54 0.08 0.45 0.45 0.07 0.15 0.15 0.13 0.21 0.21
Clearance Time (s)5.7 5.7 4.2 5.7 5.7 4.6 5.3 5.3 4.3 5.3 5.3
Vehicle Extension (s)4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0
Lane Grp Cap (vph) 485 2046 942 261 1692 779 207 554 255 113 396 364
v/s Ratio Prot 0.10 c0.54 c0.11 0.14 0.04 0.11 c0.26 c0.19
v/s Ratio Perm 0.09 0.02 0.06 0.01
v/c Ratio 0.68 1.01 0.16 1.36 0.31 0.06 0.57 0.74 0.43 2.03 0.90 0.07
Uniform Delay, d1 75.9 43.9 22.1 87.1 33.9 30.0 86.2 77.7 73.9 82.7 73.3 60.4
Progression Factor 1.05 0.85 1.34 1.24 0.50 0.02 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 7.3 0.0 184.8 0.5 0.1 3.8 5.6 1.6 491.5 22.8 0.1
Delay (s)80.4 44.4 29.8 293.0 17.5 0.7 90.0 83.3 75.5 574.2 96.0 60.5
Level of Service F D C F B A F F E F F E
Approach Delay (s)47.6 116.1 81.9 245.0
Approach LOS D F F F
Intersection Summary
HCM 2000 Control Delay 93.5 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.21
Actuated Cycle Length (s)190.0 Sum of lost time (s)24.0
Intersection Capacity Utilization 108.1% ICU Level of Service G
Analysis Period (min)15
c Critical Lane Group
Coyote Hill Road & Page Mill Road Analysis Median Closure Alternative
2: Coyote Hill Rd & Page Mill Road AM Peak
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h)2565 526 0 912 0 50
Sign Control Free Free Stop
Grade 0%0% 0%
Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00
Hourly flow rate (vph) 2565 526 0 912 0 50
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 2565 3021 1282
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 2565 3021 1282
tC, single (s)4.1 6.8 6.9
tC, 2 stage (s)
tF (s)2.2 3.5 3.3
p0 queue free %100 100 68
cM capacity (veh/h)169 10 156
Direction, Lane #EB 1 EB 2 EB 3 WB 1 WB 2 NB 1
Volume Total 1282 1282 526 456 456 50
Volume Left 0 0 0 0 0 0
Volume Right 0 0 526 0 0 50
cSH 1700 1700 1700 1700 1700 156
Volume to Capacity 0.75 0.75 0.31 0.27 0.27 0.32
Queue Length 95th (ft) 0 0 0 0 0 32
Control Delay (s)0.0 0.0 0.0 0.0 0.0 38.6
Lane LOS E
Approach Delay (s)0.0 0.0 38.6
Approach LOS E
Intersection Summary
Average Delay 0.5
Intersection Capacity Utilization 80.9% ICU Level of Service D
Analysis Period (min)15
Coyote Hill Road & Page Mill Road Analysis Median Closure Alternative
3: Deer Creek & Page Mill Road AM Peak
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)0 3060 280 137 767 0 45 0 31 0 0 0
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)5.7 5.7 4.0 5.7 4.0 4.0
Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00
Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot)3539 1563 1770 3539 3433 1583
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm)3539 1563 1770 3539 3433 1583
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)0 3060 280 137 767 0 45 0 31 0 0 0
RTOR Reduction (vph) 0 0 12 0 0 0 0 0 29 0 0 0
Lane Group Flow (vph) 0 3060 268 137 767 0 45 0 2 0 0 0
Confl. Bikes (#/hr)3 2
Turn Type Prot NA Perm Prot NA Prot Perm
Protected Phases 1 6 5 2 4
Permitted Phases 6 4
Actuated Green, G (s)146.1 146.1 20.1 170.2 10.1 10.1
Effective Green, g (s)146.1 146.1 20.1 170.2 10.1 10.1
Actuated g/C Ratio 0.77 0.77 0.11 0.90 0.05 0.05
Clearance Time (s)5.7 5.7 4.0 5.7 4.0 4.0
Vehicle Extension (s)4.0 4.0 3.0 4.0 3.0 3.0
Lane Grp Cap (vph)2721 1201 187 3170 182 84
v/s Ratio Prot c0.86 c0.08 0.22 c0.01
v/s Ratio Perm 0.17 0.00
v/c Ratio 1.12 0.22 0.73 0.24 0.25 0.02
Uniform Delay, d1 22.0 6.1 82.3 1.3 86.3 85.3
Progression Factor 1.00 1.00 0.88 1.62 1.00 1.00
Incremental Delay, d2 61.5 0.4 13.5 0.2 0.7 0.1
Delay (s)83.5 6.6 86.0 2.3 87.0 85.4
Level of Service F A F A F F
Approach Delay (s)77.0 15.0 86.3 0.0
Approach LOS E B F A
Intersection Summary
HCM 2000 Control Delay 64.2 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.05
Actuated Cycle Length (s)190.0 Sum of lost time (s)17.7
Intersection Capacity Utilization 106.9% ICU Level of Service G
Analysis Period (min)15
c Critical Lane Group
Median Closure Alternative
Coyote Hill Road & Page Mill Road Analysis AM Peak
Kimley-Horn & Associates, Inc.SimTraffic Report
3/10/2015
Arterial Level of Service: EB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
Deer Creek 3 377.7 951.5 1.2 9
Coyote Hill Rd 2 18.6 54.6 0.4 26
Foothill Expressway 1 62.3 85.2 0.3 11
Porter Dr 5123 13.1 37.1 0.3 26
Peter Coutts Rd 5122 7.1 24.5 0.2 30
Hanover 5120 25.7 61.4 0.4 25
Hansen Way 5117 4.7 19.0 0.1 26
Ramos 5115 2.7 22.8 0.2 33
El Camino Real 1104 76.7 91.3 0.1 6
Total 588.6 1347.3 3.2 14
Arterial Level of Service: WB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
El Camino Real 1104 184.9 314.6 1.4 16
Ramos 5115 5.7 20.2 0.1 26
Hansen Way 5117 31.9 53.5 0.2 14
Hanover 5120 44.4 57.9 0.1 8
Peter Coutts Rd 5122 13.8 48.3 0.4 32
Porter Dr 5123 3.6 22.6 0.2 33
Foothill Expressway 1 24.8 45.1 0.3 21
Coyote Hill Rd 2 2.5 20.5 0.3 46
Deer Creek 3 3.6 31.9 0.4 45
Total 315.2 614.5 3.4 20
Median Closure Improvement Alternative (PM Peak)
Coyote Hill Road & Page Mill Road Analysis Median Closure Alternative
1: Foothill Expressway & Page Mill Road PM PEAK
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)163 816 226 212 1779 114 384 329 207 86 479 340
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 0.97 1.00 1.00 0.94
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot)3150 3800 1750 3150 3800 1750 3150 3800 1750 875 1900 1750
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm)3433 3539 1750 3433 3539 1750 3433 3539 1750 1770 3539 1750
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)163 816 226 212 1779 114 384 329 207 86 479 340
RTOR Reduction (vph) 0 0 100 0 0 33 0 0 168 0 0 110
Lane Group Flow (vph) 163 816 126 212 1779 81 384 329 39 86 479 230
Confl. Peds. (#/hr)1 3 3 1 3 1 1 3
Confl. Bikes (#/hr)2 7 14 22
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 4 3 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 14.7 115.7 115.7 19.4 120.4 120.4 28.8 33.8 33.8 21.6 26.3 26.3
Effective Green, g (s)14.9 117.4 117.4 19.6 122.1 122.1 29.4 35.1 35.1 21.9 27.6 27.6
Actuated g/C Ratio 0.07 0.56 0.56 0.09 0.58 0.58 0.14 0.17 0.17 0.10 0.13 0.13
Clearance Time (s)4.2 5.7 5.7 4.2 5.7 5.7 4.6 5.3 5.3 4.3 5.3 5.3
Vehicle Extension (s)3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0
Lane Grp Cap (vph) 223 2124 978 294 2209 1017 441 635 292 91 249 230
v/s Ratio Prot 0.05 0.21 c0.07 c0.47 c0.12 0.09 c0.10 c0.25
v/s Ratio Perm 0.07 0.05 0.02 0.13
v/c Ratio 0.73 0.38 0.13 0.72 0.81 0.08 0.87 0.52 0.13 0.95 1.92 1.00
Uniform Delay, d1 95.6 26.0 22.0 92.5 34.6 19.3 88.4 79.7 74.5 93.5 91.2 91.2
Progression Factor 0.94 0.98 0.91 1.13 0.91 0.55 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 11.3 0.5 0.3 7.1 2.7 0.1 16.9 1.0 0.3 75.7 430.2 58.6
Delay (s)100.9 26.0 20.3 112.0 34.1 10.7 105.3 80.7 74.8 169.2 521.4 149.8
Level of Service F C C F C B F F E F F F
Approach Delay (s)35.1 40.6 89.6 348.3
Approach LOS D D F F
Intersection Summary
HCM 2000 Control Delay 102.3 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s)210.0 Sum of lost time (s)16.0
Intersection Capacity Utilization 97.5% ICU Level of Service F
Analysis Period (min)15
c Critical Lane Group
Coyote Hill Road & Page Mill Road Analysis Median Closure Alternative
2: Coyote Hill Rd & Page Mill Road PM PEAK
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h)1023 33 0 2543 0 223
Sign Control Free Free Stop
Grade 0%0% 0%
Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00
Hourly flow rate (vph) 1023 33 0 2543 0 223
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1023 2294 512
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1023 2294 512
tC, single (s)4.1 6.8 6.9
tC, 2 stage (s)
tF (s)2.2 3.5 3.3
p0 queue free %100 100 56
cM capacity (veh/h)674 33 507
Direction, Lane #EB 1 EB 2 EB 3 WB 1 WB 2 NB 1
Volume Total 512 512 33 1272 1272 223
Volume Left 0 0 0 0 0 0
Volume Right 0 0 33 0 0 223
cSH 1700 1700 1700 1700 1700 507
Volume to Capacity 0.30 0.30 0.02 0.75 0.75 0.44
Queue Length 95th (ft) 0 0 0 0 0 55
Control Delay (s)0.0 0.0 0.0 0.0 0.0 17.5
Lane LOS C
Approach Delay (s)0.0 0.0 17.5
Approach LOS C
Intersection Summary
Average Delay 1.0
Intersection Capacity Utilization 73.6% ICU Level of Service D
Analysis Period (min)15
Coyote Hill Road & Page Mill Road Analysis Median Closure Alternative
3: Deer Creek & Page Mill Road PM PEAK
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)0 983 46 68 2473 0 298 0 76 0 0 0
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00
Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot)3539 1563 1770 3539 3433 1558
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm)3539 1563 1770 3539 3433 1558
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)0 983 46 68 2473 0 298 0 76 0 0 0
RTOR Reduction (vph) 0 0 11 0 0 0 0 0 67 0 0 0
Lane Group Flow (vph) 0 983 35 68 2473 0 298 0 9 0 0 0
Confl. Bikes (#/hr)3 2 2
Turn Type Prot NA Perm Prot NA Prot Perm
Protected Phases 1 6 5 2 4
Permitted Phases 6 4
Actuated Green, G (s)159.4 159.4 13.4 176.8 23.5 23.5
Effective Green, g (s)161.1 161.1 13.4 178.5 23.5 23.5
Actuated g/C Ratio 0.77 0.77 0.06 0.85 0.11 0.11
Clearance Time (s)5.7 5.7 4.0 5.7 4.0 4.0
Vehicle Extension (s)4.0 4.0 3.0 4.0 3.0 3.0
Lane Grp Cap (vph)2714 1199 112 3008 384 174
v/s Ratio Prot 0.28 0.04 c0.70 c0.09
v/s Ratio Perm 0.02 0.01
v/c Ratio 0.36 0.03 0.61 0.82 0.78 0.05
Uniform Delay, d1 7.9 5.8 95.7 7.8 90.7 83.3
Progression Factor 1.00 1.00 1.03 0.91 1.00 1.00
Incremental Delay, d2 0.4 0.0 5.0 1.5 9.5 0.1
Delay (s)8.3 5.9 103.3 8.6 100.2 83.4
Level of Service A A F A F F
Approach Delay (s)8.2 11.1 96.8 0.0
Approach LOS A B F A
Intersection Summary
HCM 2000 Control Delay 18.5 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s)210.0 Sum of lost time (s)16.0
Intersection Capacity Utilization 83.5% ICU Level of Service E
Analysis Period (min)15
c Critical Lane Group
Median Closure Alternative
Coyote Hill Road & Page Mill Road Analysis PM PEAK
Kimley-Horn & Associates, Inc.SimTraffic Report
3/10/2015
Arterial Level of Service: EB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
Deer Creek 3 13.6 94.2 1.1 44
Coyote Hill Rd 2 5.4 34.0 0.4 42
Foothill Expressway 1 28.4 46.1 0.3 20
Porter Dr 5123 5.6 31.4 0.3 30
Peter Coutts Rd 5122 9.6 30.3 0.2 25
Hanover 5120 45.8 88.0 0.4 17
Hansen Way 5117 35.3 49.5 0.1 10
Ramos 5115 118.6 166.2 0.2 5
El Camino Real 1104 89.1 103.4 0.1 5
Total 351.4 643.0 3.2 19
Arterial Level of Service: WB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
El Camino Real 1104 62.5 211.2 1.5 26
Ramos 5115 19.8 34.4 0.1 15
Hansen Way 5117 9.3 30.2 0.2 25
Hanover 5120 17.8 31.3 0.1 16
Peter Coutts Rd 5122 17.5 58.6 0.4 26
Porter Dr 5123 15.1 36.4 0.2 20
Foothill Expressway 1 78.1 127.5 0.3 9
Coyote Hill Rd 2 10.4 30.7 0.3 31
Deer Creek 3 13.2 41.4 0.4 35
Total 243.7 601.8 3.6 22
Signalization Improvement Alternative (AM Peak)
Coyote Hill Road & Page Mill Road Analysis Traffic Signal Alternative
1: Foothill Expressway & Page Mill Road AM Peak
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/11/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)324 2052 234 263 614 98 109 410 237 229 356 121
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.2 5.7 5.7 4.2 5.7 5.7 4.6 5.3 5.3 5.3 6.3 6.3
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.95 1.00 1.00 0.96
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot)3150 3800 1750 3150 3800 1750 3150 3800 1750 875 1900 1750
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm)3433 3539 1750 3433 3539 1750 3433 3539 1750 1770 3539 1750
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)324 2052 234 263 614 98 109 410 237 229 356 121
RTOR Reduction (vph) 0 0 86 0 0 54 0 0 120 0 0 96
Lane Group Flow (vph) 324 2052 148 263 614 44 109 410 117 229 356 25
Confl. Peds. (#/hr)2 2
Confl. Bikes (#/hr)4 7 20 23
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 9 6 5 2 7 4 3 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 29.0 103.3 103.3 14.8 84.9 84.9 11.9 27.7 27.7 24.7 40.2 40.2
Effective Green, g (s)29.0 103.3 103.3 14.8 84.9 84.9 11.9 27.7 27.7 23.7 39.2 39.2
Actuated g/C Ratio 0.15 0.54 0.54 0.08 0.45 0.45 0.06 0.15 0.15 0.12 0.21 0.21
Clearance Time (s)5.7 5.7 4.2 5.7 5.7 4.6 5.3 5.3 4.3 5.3 5.3
Vehicle Extension (s)4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0
Lane Grp Cap (vph) 480 2066 951 245 1698 781 197 554 255 109 392 361
v/s Ratio Prot 0.10 c0.54 c0.08 0.16 0.03 0.11 c0.26 c0.19
v/s Ratio Perm 0.08 0.03 0.07 0.01
v/c Ratio 0.68 0.99 0.16 1.07 0.36 0.06 0.55 0.74 0.46 2.10 0.91 0.07
Uniform Delay, d1 76.0 43.0 21.6 87.6 34.7 29.8 86.5 77.7 74.3 83.2 73.6 60.7
Progression Factor 1.06 0.57 0.53 1.33 0.44 0.03 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.4 10.7 0.1 78.2 0.6 0.1 3.3 5.6 1.8 525.1 24.5 0.1
Delay (s)82.2 35.4 11.5 194.8 16.0 1.1 89.8 83.3 76.0 608.3 98.2 60.8
Level of Service F D B F B A F F E F F E
Approach Delay (s)39.1 62.7 82.0 257.2
Approach LOS D E F F
Intersection Summary
HCM 2000 Control Delay 80.6 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.18
Actuated Cycle Length (s)190.0 Sum of lost time (s)25.0
Intersection Capacity Utilization 106.2% ICU Level of Service G
Analysis Period (min)15
c Critical Lane Group
Coyote Hill Road & Page Mill Road Analysis Traffic Signal Alternative
2: Coyote Hill Rd & Page Mill Road AM Peak
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/11/2015
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (vph)2565 526 153 841 31 45
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900
Total Lost time (s)5.7 5.7 4.0 5.7 4.0 4.0
Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot)3539 1583 1770 3539 1770 1583
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm)3539 1583 1770 3539 1770 1583
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)2565 526 153 841 31 45
RTOR Reduction (vph) 0 45 0 0 0 43
Lane Group Flow (vph) 2565 481 153 841 31 2
Turn Type NA Perm Prot NA Prot Perm
Protected Phases 6 5 2 4
Permitted Phases 6 4
Actuated Green, G (s) 147.0 147.0 21.5 172.5 7.8 7.8
Effective Green, g (s)147.0 147.0 21.5 172.5 7.8 7.8
Actuated g/C Ratio 0.77 0.77 0.11 0.91 0.04 0.04
Clearance Time (s)5.7 5.7 4.0 5.7 4.0 4.0
Vehicle Extension (s)4.0 4.0 3.0 4.0 3.0 3.0
Lane Grp Cap (vph) 2738 1224 200 3213 72 64
v/s Ratio Prot c0.72 c0.09 0.24 c0.02
v/s Ratio Perm 0.30 0.00
v/c Ratio 0.94 0.39 0.77 0.26 0.43 0.03
Uniform Delay, d1 17.7 7.0 81.8 1.1 88.9 87.5
Progression Factor 0.27 0.06 0.93 1.06 1.00 1.00
Incremental Delay, d2 0.9 0.1 15.5 0.2 4.1 0.2
Delay (s)5.7 0.5 91.2 1.3 93.0 87.6
Level of Service A A F A F F
Approach Delay (s)4.8 15.2 89.8
Approach LOS A B F
Intersection Summary
HCM 2000 Control Delay 8.8 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s)190.0 Sum of lost time (s)13.7
Intersection Capacity Utilization 97.5% ICU Level of Service F
Analysis Period (min)15
c Critical Lane Group
Coyote Hill Road & Page Mill Road Analysis Traffic Signal Alternative
3: Deer Creek & Page Mill Road AM Peak
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/11/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)0 3060 280 76 788 0 28 0 31 0 0 0
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00
Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot)3539 1563 1770 3539 3433 1583
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm)3539 1563 1770 3539 3433 1583
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)0 3060 280 76 788 0 28 0 31 0 0 0
RTOR Reduction (vph) 0 0 10 0 0 0 0 0 29 0 0 0
Lane Group Flow (vph) 0 3060 270 76 788 0 28 0 2 0 0 0
Confl. Bikes (#/hr)3 2
Turn Type Prot NA Perm Prot NA Prot Perm
Protected Phases 1 6 5 2 4
Permitted Phases 6 4
Actuated Green, G (s)152.8 152.8 13.5 170.3 10.0 10.0
Effective Green, g (s)154.5 154.5 13.5 172.0 10.0 10.0
Actuated g/C Ratio 0.81 0.81 0.07 0.91 0.05 0.05
Clearance Time (s)5.7 5.7 4.0 5.7 4.0 4.0
Vehicle Extension (s)4.0 4.0 3.0 4.0 3.0 3.0
Lane Grp Cap (vph)2877 1270 125 3203 180 83
v/s Ratio Prot c0.86 c0.04 0.22 c0.01
v/s Ratio Perm 0.17 0.00
v/c Ratio 1.06 0.21 0.61 0.25 0.16 0.02
Uniform Delay, d1 17.8 4.0 85.7 1.1 86.0 85.4
Progression Factor 1.00 1.00 0.79 4.59 1.00 1.00
Incremental Delay, d2 36.8 0.4 8.0 0.2 0.4 0.1
Delay (s)54.5 4.4 75.9 5.2 86.4 85.4
Level of Service D A E A F F
Approach Delay (s)50.3 11.4 85.9 0.0
Approach LOS D B F A
Intersection Summary
HCM 2000 Control Delay 42.9 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 1.00
Actuated Cycle Length (s)190.0 Sum of lost time (s)16.0
Intersection Capacity Utilization 97.9% ICU Level of Service F
Analysis Period (min)15
c Critical Lane Group
Traffic Signal Alternative
Coyote Hill Road & Page Mill Road Analysis AM Peak
Kimley-Horn & Associates, Inc.SimTraffic Report
3/10/2015
Arterial Level of Service: EB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
Deer Creek 3 344.7 834.6 1.1 10
Coyote Hill Rd 2 33.3 61.8 0.4 23
Foothill Expressway 1 49.6 72.8 0.3 13
Porter Dr 5123 18.3 42.2 0.3 23
Peter Coutts Rd 5122 7.9 25.3 0.2 29
Hanover 5120 27.7 63.3 0.4 24
Hansen Way 5117 4.6 18.7 0.1 26
Ramos 5115 2.4 22.5 0.2 34
El Camino Real 1104 89.8 104.6 0.1 5
Total 578.3 1245.9 3.2 14
Arterial Level of Service: WB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
El Camino Real 1104 146.2 242.8 1.0 15
Ramos 5115 16.1 30.3 0.1 17
Hansen Way 5117 76.7 97.9 0.2 8
Hanover 5120 44.9 58.4 0.1 8
Peter Coutts Rd 5122 12.7 47.1 0.4 32
Porter Dr 5123 3.6 22.5 0.2 33
Foothill Expressway 1 18.5 38.4 0.3 25
Coyote Hill Rd 2 7.4 25.2 0.3 37
Deer Creek 3 5.1 33.7 0.4 43
Total 331.1 596.3 3.1 19
Signalization Improvement Alternative (PM Peak)
Coyote Hill Road & Page Mill Road Analysis Traffic Signal Alternative
1: Foothill Expressway & Page Mill Road PM PEAK
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)163 816 162 164 1827 114 297 329 207 86 479 340
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.98 1.00 1.00 0.97 1.00 1.00 0.95
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot)3150 3800 1750 3150 3800 1750 3150 3800 1750 875 1900 1750
Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm)3433 3539 1750 3433 3539 1750 3433 3539 1750 1770 3539 1750
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)163 816 162 164 1827 114 297 329 207 86 479 340
RTOR Reduction (vph) 0 0 69 0 0 33 0 0 168 0 0 113
Lane Group Flow (vph) 163 816 93 164 1827 81 297 329 39 86 479 227
Confl. Peds. (#/hr)1 3 3 1 3 1 1 3
Confl. Bikes (#/hr)2 7 14 22
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 4 3 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 14.7 118.8 118.8 16.3 120.4 120.4 24.9 33.8 33.8 21.6 30.2 30.2
Effective Green, g (s)14.9 120.5 120.5 16.5 122.1 122.1 25.5 35.1 35.1 21.9 31.5 31.5
Actuated g/C Ratio 0.07 0.57 0.57 0.08 0.58 0.58 0.12 0.17 0.17 0.10 0.15 0.15
Clearance Time (s)4.2 5.7 5.7 4.2 5.7 5.7 4.6 5.3 5.3 4.3 5.3 5.3
Vehicle Extension (s)3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0 3.0 4.0 4.0
Lane Grp Cap (vph) 223 2180 1004 247 2209 1017 382 635 292 91 285 262
v/s Ratio Prot 0.05 0.21 c0.05 c0.48 0.09 c0.09 c0.10 c0.25
v/s Ratio Perm 0.05 0.05 0.02 0.13
v/c Ratio 0.73 0.37 0.09 0.66 0.83 0.08 0.78 0.52 0.13 0.95 1.68 0.87
Uniform Delay, d1 95.6 24.3 20.1 94.1 35.4 19.3 89.5 79.7 74.5 93.5 89.2 87.2
Progression Factor 1.03 0.79 0.42 1.10 0.91 0.55 1.03 0.73 0.84 1.00 1.00 1.00
Incremental Delay, d2 10.8 0.5 0.2 5.5 3.1 0.1 9.4 0.9 0.3 75.7 321.2 25.2
Delay (s)109.5 19.7 8.6 109.0 35.4 10.7 102.0 59.4 63.1 169.2 410.4 112.4
Level of Service F B A F D B F E E F F F
Approach Delay (s)30.9 39.8 75.5 275.5
Approach LOS C D E F
Intersection Summary
HCM 2000 Control Delay 86.6 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 0.96
Actuated Cycle Length (s)210.0 Sum of lost time (s)16.0
Intersection Capacity Utilization 96.4% ICU Level of Service F
Analysis Period (min)15
c Critical Lane Group
Coyote Hill Road & Page Mill Road Analysis Traffic Signal Alternative
2: Coyote Hill Rd & Page Mill Road PM PEAK
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (vph)1023 33 80 2424 281 159
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900
Total Lost time (s)5.7 5.7 4.0 5.7 4.0 4.0
Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot)3539 1583 1770 3539 1770 1583
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm)3539 1583 1770 3539 1770 1583
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)1023 33 80 2424 281 159
RTOR Reduction (vph) 0 7 0 0 0 69
Lane Group Flow (vph) 1023 26 80 2424 281 90
Turn Type NA Perm Prot NA Prot Perm
Protected Phases 6 5 2 4
Permitted Phases 6 4
Actuated Green, G (s) 145.3 145.3 14.3 163.6 36.7 36.7
Effective Green, g (s)145.3 145.3 14.3 163.6 36.7 36.7
Actuated g/C Ratio 0.69 0.69 0.07 0.78 0.17 0.17
Clearance Time (s)5.7 5.7 4.0 5.7 4.0 4.0
Vehicle Extension (s)4.0 4.0 3.0 4.0 3.0 3.0
Lane Grp Cap (vph) 2448 1095 120 2757 309 276
v/s Ratio Prot 0.29 0.05 c0.68 c0.16
v/s Ratio Perm 0.02 0.06
v/c Ratio 0.42 0.02 0.67 0.88 0.91 0.32
Uniform Delay, d1 14.0 10.1 95.5 16.3 85.0 75.8
Progression Factor 0.86 0.96 1.27 0.46 1.00 1.00
Incremental Delay, d2 0.5 0.0 7.7 2.6 28.8 0.7
Delay (s)12.6 9.8 128.6 10.0 113.8 76.5
Level of Service B A F B F E
Approach Delay (s)12.5 13.8 100.3
Approach LOS B B F
Intersection Summary
HCM 2000 Control Delay 23.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s)210.0 Sum of lost time (s)13.7
Intersection Capacity Utilization 90.7% ICU Level of Service E
Analysis Period (min)15
c Critical Lane Group
Coyote Hill Road & Page Mill Road Analysis Traffic Signal Alternative
3: Deer Creek & Page Mill Road PM PEAK
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph)0 983 46 36 2667 0 168 0 76 0 0 0
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s)4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00
Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot)3539 1563 1770 3539 3433 1555
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm)3539 1563 1770 3539 3433 1555
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph)0 983 46 36 2667 0 168 0 76 0 0 0
RTOR Reduction (vph) 0 0 8 0 0 0 0 0 70 0 0 0
Lane Group Flow (vph) 0 983 38 36 2667 0 168 0 6 0 0 0
Confl. Bikes (#/hr)3 2 2
Turn Type Prot NA Perm Prot NA Prot Perm
Protected Phases 1 6 5 2 4
Permitted Phases 6 4
Actuated Green, G (s)172.2 172.2 8.5 184.7 15.6 15.6
Effective Green, g (s)173.9 173.9 8.5 186.4 15.6 15.6
Actuated g/C Ratio 0.83 0.83 0.04 0.89 0.07 0.07
Clearance Time (s)5.7 5.7 4.0 5.7 4.0 4.0
Vehicle Extension (s)4.0 4.0 3.0 4.0 3.0 3.0
Lane Grp Cap (vph)2930 1294 71 3141 255 115
v/s Ratio Prot 0.28 0.02 c0.75 c0.05
v/s Ratio Perm 0.02 0.00
v/c Ratio 0.34 0.03 0.51 0.85 0.66 0.05
Uniform Delay, d1 4.3 3.2 98.7 5.4 94.6 90.3
Progression Factor 1.00 1.00 1.09 0.17 1.00 1.00
Incremental Delay, d2 0.3 0.0 2.6 1.4 6.0 0.2
Delay (s)4.6 3.2 110.6 2.3 100.6 90.5
Level of Service A A F A F F
Approach Delay (s)4.5 3.8 97.5 0.0
Approach LOS A A F A
Intersection Summary
HCM 2000 Control Delay 9.7 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s)210.0 Sum of lost time (s)16.0
Intersection Capacity Utilization 85.2% ICU Level of Service E
Analysis Period (min)15
c Critical Lane Group
Coyote Hill Road & Page Mill Road Analysis Traffic Signal Alternative (2 NBL @ Coyote Hill)
2: Coyote Hill Rd & Page Mill Road PM PEAK
Kimley-Horn & Associates, Inc.Synchro 9 Report
2000 HCM Intersection Capacity Analysis 3/10/2015
Lane Group EBT EBR WBL WBT NBL NBR
Lane Group Flow (vph) 1023 33 80 2424 281 159
v/c Ratio 0.38 0.03 0.65 0.81 0.77 0.51
Control Delay 8.8 3.4 128.9 6.3 104.8 16.5
Queue Delay 0.0 0.0 0.0 0.2 0.0 0.0
Total Delay 8.8 3.4 128.9 6.6 104.8 16.5
Queue Length 50th (ft) 197 3 115 178 198 3
Queue Length 95th (ft) 234 13 m145 191 250 83
Internal Link Dist (ft)2016 1295 1321
Turn Bay Length (ft)150 100 150 150
Base Capacity (vph)2679 1204 149 2996 555 387
Starvation Cap Reductn 0 0 0 123 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.38 0.03 0.54 0.84 0.51 0.41
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Arterial Level of Service
Traffic Signal Alternative (2 NBL @ Coyote Hill)3/9/2015
Coyote Hill Road & Page Mill Road Analysis SimTraffic Report
Kimley-Horn & Associates, Inc.Page 3
Arterial Level of Service: EB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
Deer Creek 3 8.6 89.3 1.1 46
Coyote Hill Rd 2 11.7 40.2 0.4 36
Foothill Expressway 1 24.3 42.4 0.3 22
Porter Dr 5123 4.1 29.9 0.3 32
Peter Coutts Rd 5122 8.1 28.7 0.2 26
Hanover 5120 51.7 93.8 0.4 16
Hansen Way 5117 40.9 55.5 0.1 9
Ramos 5115 127.8 190.3 0.2 5
El Camino Real 1104 92.0 106.4 0.1 5
Total 369.2 676.5 3.2 18
Arterial Level of Service: WB Page Mill Road
Delay Travel Dist Arterial
Cross Street Node (s/veh)time (s)(mi)Speed
El Camino Real 1104 63.9 170.2 1.1 23
Ramos 5115 18.2 33.1 0.1 16
Hansen Way 5117 9.2 30.0 0.2 25
Hanover 5120 17.5 31.0 0.1 16
Peter Coutts Rd 5122 17.0 58.1 0.4 26
Porter Dr 5123 10.8 32.0 0.2 23
Foothill Expressway 1 62.3 92.0 0.3 11
Coyote Hill Rd 2 15.8 36.0 0.3 26
Deer Creek 3 10.6 39.0 0.4 37
Total 225.1 521.4 3.1 22
Page Mill Expressway Corridor Study Report | Appendix D
Appendix D
PAGE MILL ROAD EXPRESSWAY CONCEPTUAL PLAN — PRELIMINARY
PROJECT COST ESTIMATE SUMMARY (HMH, 2015)
PRELIMINARY PROJECT COST ESTIMATE SUMMARY
Page Mill Expwy Planline Study - PROJECT COST SUMMARY
District-County-Route:n/a PM n/a EA n/a 2/24/2015
PROJECT DESCRIPTION:
BASE COST ESTIMATE SUMMARY:
(Not Including Page Mill Expwy / Foothill Expwy Instersection Alternatives)
Page Mill Expwy - West of Foothill Expwy - Roadway
Page Mill Expwy - West of Foothill Expwy - Trail
Page Mill Expwy - East of Foothill Expwy to El Camino Real
Page Mill Expwy at El Camino Real
SUBTOTAL EAST AND WEST CONSTRUCTION COSTS: $23,300,000
ALTERNATIVES COST ESTIMATE SUMMARY:
"Page Mill At-Grade" Option
COMPLETE CONSTRUCTION (EAST, WEST & "AT-GRADE"):$28,100,000
"Page Mill Over" Option
COMPLETE CONSTRUCTION (EAST WEST &"OVER"):$71 400 000
$4,800,000
$12,200,000
$48,100,000
Widen Page Mill Expwy to (6) lanes between I-280 and Foothill Expwy with additional Class I
Bike/Ped facilities. Transition to (4) lanes East of Foothill Expressway within existing roadway
limits with isolated intersection improvements along Page Mill Road through El Camino Real.
The project evaluated four alternatives at the intersection of Page Mill Expressway and
Foothill Expwy including (3) grade separations and at-grade improvements.
$2,700,000
$6,000,000
$2,400,000
COMPLETE CONSTRUCTION (EAST, WEST & OVER ):$71,400,000
"Page Mill Under" Option
COMPLETE CONSTRUCTION (EAST, WEST & "UNDER"): $67,500,000
"Page Mill Split" Option
COMPLETE CONSTRUCTION (EAST, WEST & "SPLIT"): $72,600,000
$49,300,000
$44,200,000
Page Mill Expwy Planline Study -- WEST OF FOOTHILL EXPWY - ROADWAY
District-County-Route:n/a PM n/a EA n/a 2/24/2015
PROJECT DESCRIPTION:
COST ESTIMATE SUMMARY:
TOTAL ROADWAY ITEMS (PART I)
TOTAL STRUCTURE ITEMS (PART II)
SUBTOTAL CONSTRUCTION COSTS $8,500,000
SUPPORT COSTS:
PA & ED PHASE - Use Approx 5%
FINAL DESIGN PHASE - Use Approx. 15%
CONST. ADMIN. & DSDC - Use Approx. 15%
SUBTOTAL SUPPORT COSTS $2,990,000
TOTAL RIGHT-OF-WAY AND UTILITIES ITEMS (PART III)$719,500
TOTAL PROJECT COSTS $12,200,000
I. ROADWAY ITEMS
Section 1 - Earthwork Quantity Unit Unit Price Unit Cost
Roadway Excavation 7,500 CY $30.00 $225,000
Imported Borrow 0 CY $20.00 $0
Demolitions / Clearing & Grubbing 1 LS $20,000 $20,000
Subtotal Earthwork $245,000
Section 2 - Structural Section & Concrete
Highway Pavement 0 SF $12.60 $0
Ramp & Street Pavement 101,200 SF $8.20 $829,371
Maintenance Vehicle Pullout 0 EA $10,000 $0
AC Overlay (Depth Varies)354,100 SF $2.00 $708,200
Curb & Gutter 10,200 LF $40.00 $408,000
Median Island Curb 6,200 LF $35.00 $217,000
$430,000
Page Mill Expressway Widening to (6) Lanes from I-280 to Foothill Expressway. Construction
of retaining walls necessary to widen the roadway to (6) lanes.
$8,500,000
$0
$1,280,000
$1,280,000
,$$,
Median Island Surfacing (Enhanced)0 SF $20.00 $0
Median Island Surfacing (Gravel)23,500 SF $5.00 $117,500
Sidewalk 0 SF $9.00 $0
Retrofit Handicap Ramp 0 EA $3,000 $0
Bikepath 0 SF $5.00 $0
Subtotal Structural Section & Concrete $2,280,071
Section 3 - Drainage
Project Drainage 1 LS $400,000 $400,000
Pumping Plants 0 LS $100,000 $0
Permanent Treatment BMP's 1 LS $80,000 $80,000
Subtotal Drainage $480,000
Section 4 - Specialty Items
Retaining Walls 4,220 SF $125 $527,500
Noise Walls 0 SF $75.00 $0
Type 60 Concrete Barriers 4,700 LF $100 $470,000
Metal Beam Guard Railing 1000 LF $30.00 $30,000
Chain Link Fence 0 LF $20.00 $0
Irrigation Crossover 0 LF $20.00 $0
Replacement Landscaping 0 AC $35,000 $0
Plant Establishment Work (3-year)0 AC $20,000 $0
Erosion Control 10 AC $10,000 $100,000
SWPPP & Water Pollution Control 1 LS $200,000 $200,000
Subtotal Specialty Items $1,327,500
Page Mill Expwy Planline Study -- WEST OF FOOTHILL EXPWY - ROADWAY
District-County-Route:n/a PM n/a EA n/a 2/24/2015
Section 5 - Traffic Items Quantity Unit Unit Price Unit Cost
Lighting 1 LS $450,000 $450,000
Traffic Signals 1 LS $600,000 $600,000
Ramp Metering 0 LS $65,000 $0
Overhead and Roadside Signs 0 LS $20,000 $0
Traffic Delineation Items 1 LS $140,000 $140,000
Traffic Control Systems 1 LS $100,000 $100,000
Transportation Management Plan 1 LS $20,000 $20,000
Temporary Railing (Type K)9,200 LF $15.00 $138,000
Subtotal Traffic Items $1,448,000
SUBTOTAL SECTIONS 1-5 $5,780,571
Section 6 - Minor Items
(Subtotal Sections 1 - 5) 5,780,571 x 5%Subtotal $290,000
Section 7 - Roadway Mobilization
(Subtotal Sections 1 - 6) 6,070,571 x 10%Subtotal $610,000
Section 8 - Roadway Additions
Supplemental Work (Sect. 1 - 6) 6,070,571 x 5%
Contingencies (Sect. 1 - 6) 6,070,571 x 25%
Subtotal Roadway Additions $1,820,000
TOTAL ROADWAY ITEMS (Subtotal of Sections 1-8) $8,500,000
II. STRUCTURE ITEMS
Type S.F (deck) Cost Per S.F. Total Cost
No Structure n/a 0 $225 $0
TOTAL STRUCTURE ITEMS $0
$290,000
$610,000
$300,000
$1,520,000
III. RIGHT-OF-WAY & UTILITIES
Parcel Description Quantity Unit Unit Price Unit Cost
Miscellaneous Ownership 4,390 SF $50.00 $219,500
Subtotal Right-Of-Way $219,500
Utility Relocation Allowance Quantity Unit Unit Price Unit Cost
Miscellaneous Utilities 1 LS $500,000 $500,000
Subtotal Utilities $500,000
TOTAL RIGHT-OF-WAY & UTILITIES $719,500
NOTES:
1
2
3
4
5
This estimate does not include costs for financing, habitat preservation, restoration or mitigation measures.
This estimate should be considered as a Class 5 (Order-of-Magnitude) estimate per the classifications defined by Association for the
Advancement of Cost Engineering.
Costs are based upon estimated current prices without provision for inflation.
This opinion of probable construction cost is a professional opinion, based upon the Engineer's experience with the design of similar
projects. It is prepared as a guide only, is based upon incomplete information and is subject to possible change. HMH makes no
warranty, either express or implied, that actual costs will not vary from these estimated costs and assumes no liability for such variances. Further, this estimate is intended to include all construction items and support costs, but the possibility exists that certain
items or costs may not be included in the estimate or specifically excluded in the notes.
Quantities are based upon preliminary geometric exhibits in Planline study.
PRELIMINARY PROJECT COST ESTIMATE SUMMARY
Page Mill Expwy Planline Study -- WEST OF FOOTHILL EXPWY - TRAIL
District-County-Route:n/a PM n/a EA n/a 2/24/2015
PROJECT DESCRIPTION:
COST ESTIMATE SUMMARY:
TOTAL ROADWAY ITEMS (PART I)
TOTAL STRUCTURE ITEMS (PART II)
SUBTOTAL CONSTRUCTION COSTS $4,410,000
SUPPORT COSTS:
PA & ED PHASE - Use Approx 5%
FINAL DESIGN PHASE - Use Approx. 15%
CONST. ADMIN. & DSDC - Use Approx. 15%
SUBTOTAL SUPPORT COSTS $1,540,000
TOTAL RIGHT-OF-WAY AND UTILITIES ITEMS (PART III)$0
TOTAL PROJECT COSTS $6,000,000
I. ROADWAY ITEMS
Section 1 - Earthwork Quantity Unit Unit Price Unit Cost
Roadway Excavation 1,060 CY $30.00 $31,800
Imported Borrow 0 CY $20.00 $0
Demolitions / Clearing & Grubbing 1 LS $200,000 $200,000
Subtotal Earthwork $231,800
Section 2 - Structural Section & Concrete
Highway Pavement 0 SF $12.60 $0
$4,410,000
$0
$220,000
$660,000
Construction of a Class I, Joint-Use Bike/Ped trail from I-280 to Deer Creek Road on the
South side of Page Mill Expwy. Localized improvements to the existing trail where impacted
by roadway widening. Construction of retaining walls necessary for the trail.
$660,000
Ramp & Street Pavement 0 SF $8.20 $0
Maintenance Vehicle Pullout 0 EA $10,000 $0
AC Overlay (Depth Varies)0 SF $2.00 $0
Curb & Gutter 0 LF $40.00 $0
Median Island Curb 0 LF $35.00 $0
Median Island Surfacing (Enhanced)0 SF $20.00 $0
Median Island Surfacing (Gravel)0 SF $5.00 $0
Sidewalk 0 SF $9.00 $0
Retrofit Handicap Ramp 0 EA $3,000 $0
Bikepath 28,600 SF $5.00 $143,000
Subtotal Structural Section & Concrete $143,000
Section 3 - Drainage
Project Drainage 1 LS $15,000 $15,000
Pumping Plants 0 LS $100,000 $0
Permanent Treatment BMP's 1 LS $20,000 $20,000
Subtotal Drainage $35,000
Section 4 - Specialty Items
Retaining Walls 18,600 SF $125 $2,325,000
Noise Walls 0 SF $75.00 $0
Type 60 Concrete Barriers 0 LF $100 $0
Metal Beam Guard Railing 0 LF $30.00 $0
Chain Link Fence 500 LF $20.00 $10,000
Irrigation Crossover 0 LF $20.00 $0
Replacement Landscaping 1 AC $35,000 $35,000
Plant Establishment Work (3-year)0 AC $20,000 $0
Erosion Control 1 AC $10,000 $10,000
SWPPP & Water Pollution Control 1 LS $50,000 $50,000
Subtotal Specialty Items $2,430,000
Page Mill Expwy Planline Study -- WEST OF FOOTHILL EXPWY - TRAIL
District-County-Route:n/a PM n/a EA n/a 2/24/2015
Section 5 - Traffic Items Quantity Unit Unit Price Unit Cost
Lighting 1 LS $150,000 $150,000
Traffic Signals 0 LS $600,000 $0
Ramp Metering 0 LS $65,000 $0
Overhead and Roadside Signs 0 LS $20,000 $0
Traffic Delineation Items 1 LS $10,000 $10,000
Traffic Control Systems 0 LS $100,000 $0
Transportation Management Plan 0 LS $20,000 $0
Temporary Railing (Type K)0 LF $15.00 $0
Subtotal Traffic Items $160,000
SUBTOTAL SECTIONS 1-5 $2,999,800
Section 6 - Minor Items
(Subtotal Sections 1 - 5) 2,999,800 x 5%Subtotal $150,000
Section 7 - Roadway Mobilization
(Subtotal Sections 1 - 6) 3,149,800 x 10%Subtotal $310,000
Section 8 - Roadway Additions
Supplemental Work (Sect. 1 - 6) 3,149,800 x 5%
Contingencies (Sect. 1 - 6) 3,149,800 x 25%
Subtotal Roadway Additions $950,000
TOTAL ROADWAY ITEMS (Subtotal of Sections 1-8) $4,410,000
II. STRUCTURE ITEMS
Type S.F (deck) Cost Per S.F. Total Cost
No Structure n/a 0 $225 $0
TOTAL STRUCTURE ITEMS $0
$150,000
$310,000
$160,000
$790,000
III. RIGHT-OF-WAY & UTILITIES
Parcel Description Quantity Unit Unit Price Unit Cost
Miscellaneous Ownership 0 SF $50.00 $0
Subtotal Right-Of-Way $0
Utility Relocation Allowance Quantity Unit Unit Price Unit Cost
Miscellaneous Utilities 0 LS $500,000 $0
Subtotal Utilities $0
TOTAL RIGHT-OF-WAY & UTILITIES $0
NOTES:
1
2
3
4
5
This opinion of probable construction cost is a professional opinion, based upon the Engineer's experience with the design of similar
projects. It is prepared as a guide only, is based upon incomplete information and is subject to possible change. HMH makes no
warranty, either express or implied, that actual costs will not vary from these estimated costs and assumes no liability for such variances. Further, this estimate is intended to include all construction items and support costs, but the possibility exists that certain
items or costs may not be included in the estimate or specifically excluded in the notes.
Quantities are based upon preliminary geometric exhibits in Planline study.
Costs are based upon estimated current prices without provision for inflation.
This estimate does not include costs for financing, habitat preservation, restoration or mitigation measures.
This estimate should be considered as a Class 5 (Order-of-Magnitude) estimate per the classifications defined by Association for the
Advancement of Cost Engineering.
PRELIMINARY PROJECT COST ESTIMATE SUMMARY
Page Mill Expwy Planline Study -- EAST OF FOOTHILL EXPWY to EL CAMINO REAL
District-County-Route:n/a PM n/a EA n/a 2/24/2015
PROJECT DESCRIPTION:
COST ESTIMATE SUMMARY:
TOTAL ROADWAY ITEMS (PART I)
TOTAL STRUCTURE ITEMS (PART II)
SUBTOTAL CONSTRUCTION COSTS $1,950,000
SUPPORT COSTS:
PA & ED PHASE - Use Approx 5%
FINAL DESIGN PHASE - Use Approx. 15%
CONST. ADMIN. & DSDC - Use Approx. 15%
SUBTOTAL SUPPORT COSTS $680,000
TOTAL RIGHT-OF-WAY AND UTILITIES ITEMS (PART III) $100,000
TOTAL PROJECT COSTS $2,700,000
I. ROADWAY ITEMS
Section 1 - Earthwork Quantity Unit Unit Price Unit Cost
Roadway Excavation 1,650 CY $30.00 $49,500
Imported Borrow 0 CY $20.00 $0
Demolitions / Clearing & Grubbing 1 LS $10,000 $10,000
Subtotal Earthwork $59,500
Section 2 - Structural Section & Concrete
Highway Pavement 0 SF $12.60 $0
Ramp & Street Pavement 22,500 SF $8.20 $184,396
Page Mill Expressway intersection improvements, median reconstruction and pavement
construction from Foothill Expwy to Ramos Way. Asphalt overlay of existing pavement from
approximately 300' West of Hanover to Ramos Way. Additional overlays for approximately
1500' along Hanover.
$1,950,000
$0
$100,000
$290,000
$290,000
p ,$$,
Maintenance Vehicle Pullout 0 EA $10,000 $0
AC Overlay (Depth Varies)205,400 SF $2.00 $410,800
Curb & Gutter 0 LF $40.00 $0
Median Island Curb 3,600 LF $35.00 $126,000
Median Island Surfacing (Enhanced)10,340 SF $20.00 $206,800
Median Island Surfacing (Gravel)0 SF $5.00 $0
Sidewalk 0 SF $9.00 $0
Retrofit Handicap Ramp 1 LS $30,000 $30,000
Bikepath 0 SF $5.00 $0
Subtotal Structural Section & Concrete $957,996
Section 3 - Drainage
Project Drainage 1 LS $65,000 $65,000
Pumping Plants 0 LS $100,000 $0
Permanent Treatment BMP's 0 LS $100,000 $0
Subtotal Drainage $65,000
Section 4 - Specialty Items
Retaining Walls 0 SF $125 $0
Noise Walls 0 SF $75.00 $0
Type 60 Concrete Barriers 0 LF $100 $0
Metal Beam Guard Railing 0 LF $30.00 $0
Chain Link Fence 0 LF $20.00 $0
Irrigation Crossover 0 LF $20.00 $0
Replacement Landscaping 0 AC $35,000 $0
Plant Establishment Work (3-year)0 AC $20,000 $0
Erosion Control 0 AC $10,000 $0
SWPPP & Water Pollution Control 1 LS $50,000 $50,000
Subtotal Specialty Items $50,000
Page Mill Expwy Planline Study -- EAST OF FOOTHILL EXPWY to EL CAMINO REAL
District-County-Route:n/a PM n/a EA n/a 2/24/2015
Section 5 - Traffic Items Quantity Unit Unit Price Unit Cost
Lighting 0 LS $150,000 $0
Traffic Signals 0 LS $300,000 $0
Ramp Metering 0 LS $65,000 $0
Overhead and Roadside Signs 0 LS $20,000 $0
Traffic Delineation Items 1 LS $60,000 $60,000
Traffic Control Systems 1 LS $50,000 $50,000
Transportation Management Plan 1 LS $10,000 $10,000
Temporary Railing (Type K)4,600 LF $15.00 $69,000
Subtotal Traffic Items $189,000
SUBTOTAL SECTIONS 1-5 $1,321,496
Section 6 - Minor Items
(Subtotal Sections 1 - 5) 1,321,496 x 5%Subtotal $70,000
Section 7 - Roadway Mobilization
(Subtotal Sections 1 - 6) 1,391,496 x 10%Subtotal $140,000
Section 8 - Roadway Additions
Supplemental Work (Sect. 1 - 6) 1,391,496 x 5%
Contingencies (Sect. 1 - 6) 1,391,496 x 25%
Subtotal Roadway Additions $420,000
TOTAL ROADWAY ITEMS (Subtotal of Sections 1-8) $1,950,000
II. STRUCTURE ITEMS
Type S.F (deck) Cost Per S.F. Total Cost
No Structure n/a 0 $225 $0
TOTAL STRUCTURE ITEMS $0
III. RIGHT-OF-WAY & UTILITIES
Parcel Description Quantity Unit Unit Price Unit Cost
Mi ll O hi 0 SF $50 00 $0
$70,000
$140,000
$70,000
$350,000
Miscellaneous Ownership 0 SF $50.00 $0
Subtotal Right-Of-Way $0
Utility Relocation Allowance Quantity Unit Unit Price Unit Cost
Miscellaneous Utilities 1 LS $100,000 $100,000
Subtotal Utilities $100,000
TOTAL RIGHT-OF-WAY & UTILITIES $100,000
NOTES:
1
2
3
4
5
This opinion of probable construction cost is a professional opinion, based upon the Engineer's experience with the design of
similar projects. It is prepared as a guide only, is based upon incomplete information and is subject to possible change. HMH makes no warranty, either express or implied, that actual costs will not vary from these estimated costs and assumes no liability
for such variances. Further, this estimate is intended to include all construction items and support costs, but the possibility exists
that certain items or costs may not be included in the estimate or specifically excluded in the notes.
Quantities are based upon preliminary geometric exhibits in Planline Study.
Costs are based upon estimated current prices without provision for inflation.
This estimate does not include costs for financing, habitat preservation, restoration or mitigation measures.
This estimate should be considered as a Class 5 (Order-of-Magnitude) estimate per the classifications defined by Association for
the Advancement of Cost Engineering.
PRELIMINARY PROJECT COST ESTIMATE SUMMARY
Page Mill Expwy Planline Study -- EL CAMINO REAL
District-County-Route:n/a PM n/a EA n/a 2/24/2015
PROJECT DESCRIPTION:
COST ESTIMATE SUMMARY:
TOTAL ROADWAY ITEMS (PART I)
TOTAL STRUCTURE ITEMS (PART II)
SUBTOTAL CONSTRUCTION COSTS $1,670,000
SUPPORT COSTS:
PA & ED PHASE - Use Approx 5%
FINAL DESIGN PHASE - Use Approx. 15%
CONST. ADMIN. & DSDC - Use Approx. 15%
SUBTOTAL SUPPORT COSTS $580,000
TOTAL RIGHT-OF-WAY AND UTILITIES ITEMS (PART III)$100,000
TOTAL PROJECT COSTS $2,400,000
I. ROADWAY ITEMS
Section 1 - Earthwork Quantity Unit Unit Price Unit Cost
Roadway Excavation 950 CY $30.00 $28,500
Imported Borrow 0 CY $20.00 $0
Demolitions / Clearing & Grubbing 1 LS $20,000 $20,000
Subtotal Earthwork $48,500
Section 2 - Structural Section & Concrete
Highway Pavement 0 SF $12.60 $0
Improvements at El Camino Real including curb and median realignment, restriping, and
asphalt overlay from Ramos Way to Ash Street along Page Mill Expwy and approximately
350' South along El Camino Real from Page Mill Expwy.
$1,670,000
$0
$80,000
$250,000
$250,000
Ramp & Street Pavement 13,100 SF $8.20 $107,359
Maintenance Vehicle Pullout 0 EA $10,000 $0
AC Overlay (Depth Varies)143,000 SF $2.00 $286,000
Curb & Gutter 2,000 LF $40.00 $80,000
Median Island Curb 1,400 LF $35.00 $49,000
Median Island Surfacing (Enhanced)2,760 SF $20.00 $55,200
Median Island Surfacing (Gravel)0 SF $5.00 $0
Sidewalk 2,100 SF $9.00 $18,900
Retrofit Handicap Ramp 1 LS $20,000 $20,000
Bikepath 0 SF $5.00 $0
Subtotal Structural Section & Concrete $616,459
Section 3 - Drainage
Project Drainage 1 LS $15,000 $15,000
Pumping Plants 0 LS $100,000 $0
Permanent Treatment BMP's 0 LS $100,000 $0
Subtotal Drainage $15,000
Section 4 - Specialty Items
Retaining Walls 0 SF $125 $0
Noise Walls 0 SF $75.00 $0
Type 60 Concrete Barriers 0 LF $100 $0
Metal Beam Guard Railing 0 LF $30.00 $0
Chain Link Fence 0 LF $20.00 $0
Irrigation Crossover 0 LF $20.00 $0
Replacement Landscaping 0 AC $35,000 $0
Plant Establishment Work (3-year)0 AC $20,000 $0
Erosion Control 0 AC $10,000 $0
SWPPP & Water Pollution Control 1 LS $25,000 $25,000
Subtotal Specialty Items $25,000
Page Mill Expwy Planline Study -- EL CAMINO REAL
District-County-Route:n/a PM n/a EA n/a 2/24/2015
Section 5 - Traffic Items Quantity Unit Unit Price Unit Cost
Lighting 0 LS $150,000 $0
Traffic Signals 1 LS $300,000 $300,000
Ramp Metering 0 LS $65,000 $0
Overhead and Roadside Signs 0 LS $20,000 $0
Traffic Delineation Items 1 LS $40,000 $40,000
Traffic Control Systems 1 LS $50,000 $50,000
Transportation Management Plan 1 LS $10,000 $10,000
Temporary Railing (Type K)2,000 LF $15.00 $30,000
Subtotal Traffic Items $430,000
SUBTOTAL SECTIONS 1-5 $1,134,959
Section 6 - Minor Items
(Subtotal Sections 1 - 5) 1,134,959 x 5%Subtotal $60,000
Section 7 - Roadway Mobilization
(Subtotal Sections 1 - 6) 1,194,959 x 10%Subtotal $120,000
Section 8 - Roadway Additions
Supplemental Work (Sect. 1 - 6) 1,194,959 x 5%
Contingencies (Sect. 1 - 6) 1,194,959 x 25%
Subtotal Roadway Additions $360,000
TOTAL ROADWAY ITEMS (Subtotal of Sections 1-8) $1,670,000
II. STRUCTURE ITEMS
Type S.F (deck) Cost Per S.F. Total Cost
No Structure n/a 0 $225 $0
TOTAL STRUCTURE ITEMS $0
$60,000
$120,000
$60,000
$300,000
III. RIGHT-OF-WAY & UTILITIES
Parcel Description Quantity Unit Unit Price Unit Cost
Miscellaneous Ownership 0 SF $50.00 $0
Subtotal Right-Of-Way $0
Utility Relocation Allowance Quantity Unit Unit Price Unit Cost
Miscellaneous Utilities 1 LS $100,000 $100,000
Subtotal Utilities $100,000
TOTAL RIGHT-OF-WAY & UTILITIES $100,000
NOTES:
1
2
3
4
5
This opinion of probable construction cost is a professional opinion, based upon the Engineer's experience with the design of similar
projects. It is prepared as a guide only, is based upon incomplete information and is subject to possible change. HMH makes no
warranty, either express or implied, that actual costs will not vary from these estimated costs and assumes no liability for such
variances. Further, this estimate is intended to include all construction items and support costs, but the possibility exists that certain items or costs may not be included in the estimate or specifically excluded in the notes.
Quantities are based upon preliminary geometric exhibits in Planline Study.
Costs are based upon estimated current prices without provision for inflation.
This estimate does not include costs for financing, habitat preservation, restoration or mitigation measures.
This estimate should be considered as a Class 5 (Order-of-Magnitude) estimate per the classifications defined by Association for the
Advancement of Cost Engineering.
PRELIMINARY PROJECT COST ESTIMATE SUMMARY
Page Mill Expwy Planline Study -- "PAGE MILL AT GRADE" OPTION
District-County-Route:n/a PM n/a EA n/a 2/24/2015
PROJECT DESCRIPTION:
COST ESTIMATE SUMMARY:
TOTAL ROADWAY ITEMS (PART I)
TOTAL STRUCTURE ITEMS (PART II)
SUBTOTAL CONSTRUCTION COSTS $3,190,000
SUPPORT COSTS:
PA & ED PHASE - Use Approx 5%
FINAL DESIGN PHASE - Use Approx. 15%
CONST. ADMIN. & DSDC - Use Approx. 15%
SUBTOTAL SUPPORT COSTS $1,120,000
TOTAL RIGHT-OF-WAY AND UTILITIES ITEMS (PART III) $500,000
TOTAL PROJECT COSTS $4,800,000
I. ROADWAY ITEMS
Section 1 - Earthwork Quantity Unit Unit Price Unit Cost
Roadway Excavation 1,200 CY $30.00 $36,000
Imported Borrow 0 CY $20.00 $0
Demolitions / Clearing & Grubbing 1 LS $50,000 $25,000
Subtotal Earthwork $61,000
Section 2 - Structural Section & Concrete
Highway Pavement 0 SF $12.60 $0
R&SttP t 16 300 SF $8 20 $133 585
At grade intersection of Page Mill Expwy and Foothill Expwy including (6) lane widening from
Coyote Hill Road to Foothill Expwy and (6) lane to (4) lane transition, median replacement
and left turn pocket modifications between Foothill Expressway and Porter Drive. Estimate
includes asphalt overlay of all affected roadways including approximately 750' along Foothill
Expwy.
$3,190,000
$0
$160,000
$480,000
$480,000
Ramp & Street Pavement 16,300 SF $8.20 $133,585
Maintenance Vehicle Pullout 0 EA $10,000 $0
AC Overlay (Depth Varies)217,600 SF $2.00 $435,200
Curb & Gutter 3,850 LF $40.00 $154,000
Median Island Curb 6,250 LF $35.00 $218,750
Median Island Surfacing (Enhanced)12,100 SF $20.00 $242,000
Median Island Surfacing (Gravel)14,000 SF $5.00 $70,000
Sidewalk 0 SF $9.00 $0
Retrofit Handicap Ramp 0 EA $3,000 $0
Bikepath 13,700 SF $5.00 $68,500
Subtotal Structural Section & Concrete $1,322,035
Section 3 - Drainage
Project Drainage 1 LS $120,000 $50,000
Pumping Plants 1 LS $0 $0
Permanent Treatment BMP's 1 LS $50,000 $50,000
Subtotal Drainage $100,000
Section 4 - Specialty Items
Retaining Walls 0 SF $125 $0
Noise Walls 0 SF $75.00 $0
Type 60 Concrete Barriers 0 LF $100 $0
Metal Beam Guard Railing 120 LF $30.00 $3,600
Chain Link Fence 0 LF $20.00 $0
Irrigation Crossover 0 LF $20.00 $0
Replacement Landscaping 0 AC $35,000 $0
Plant Establishment Work (3-year)0 AC $20,000 $0
Erosion Control 5 AC $10,000 $25,000
SWPPP & Water Pollution Control 1 LS $120,000 $50,000
Subtotal Specialty Items $78,600
Page Mill Expwy Planline Study -- "PAGE MILL AT GRADE" OPTION
District-County-Route:n/a PM n/a EA n/a 2/24/2015
Section 5 - Traffic Items Quantity Unit Unit Price Unit Cost
Lighting 1 LS $100,000 $100,000
Traffic Signals 1 LS $300,000 $300,000
Ramp Metering 0 LS $65,000 $0
Overhead and Roadside Signs 0 LS $20,000 $0
Traffic Delineation Items 1 LS $50,000 $50,000
Traffic Control Systems 1 LS $50,000 $50,000
Transportation Management Plan 1 LS $20,000 $10,000
Temporary Railing (Type K)6,500 LF $15.00 $97,500
Subtotal Traffic Items $607,500
SUBTOTAL SECTIONS 1-5 $2,169,135
Section 6 - Minor Items
(Subtotal Sections 1 - 5) 2,169,135 x 5%Subtotal $110,000
Section 7 - Roadway Mobilization
(Subtotal Sections 1 - 6) 2,279,135 x 10%Subtotal $230,000
Section 8 - Roadway Additions
Supplemental Work (Sect. 1 - 6) 2,279,135 x 5%
Contingencies (Sect. 1 - 6) 2,279,135 x 25%
Subtotal Roadway Additions $680,000
TOTAL ROADWAY ITEMS (Subtotal of Sections 1-8) $3,190,000
II. STRUCTURE ITEMS
Type S.F (deck) Cost Per S.F. Total Cost
No Structure n/a 0 $225 $0
TOTAL STRUCTURE ITEMS $0
III. RIGHT-OF-WAY & UTILITIES
PlDiti Qtit Uit UitPi UitC t
$110,000
$230,000
$110,000
$570,000
Parcel Description Quantity Unit Unit Price Unit Cost
Miscellaneous Ownership 0 SF $50.00 $0
Subtotal Right-Of-Way $0
Utility Relocation Allowance Quantity Unit Unit Price Unit Cost
Miscellaneous Utilities 1 LS $1,000,000 $500,000
Subtotal Utilities $500,000
TOTAL RIGHT-OF-WAY & UTILITIES $500,000
NOTES:
1
2
3
4
5
This opinion of probable construction cost is a professional opinion, based upon the Engineer's experience with the design of
similar projects. It is prepared as a guide only, is based upon incomplete information and is subject to possible change. HMH
makes no warranty, either express or implied, that actual costs will not vary from these estimated costs and assumes no liability
for such variances. Further, this estimate is intended to include all construction items and support costs, but the possibility exists
that certain items or costs may not be included in the estimate or specifically excluded in the notes.
Quantities are based upon preliminary geometric exhibits in Planline study.
Costs are based upon estimated current prices without provision for inflation.
This estimate does not include costs for financing, habitat preservation, restoration or mitigation measures.
This estimate should be considered as a Class 5 (Order-of-Magnitude) estimate per the classifications defined by Association for
the Advancement of Cost Engineering.
PRELIMINARY PROJECT COST ESTIMATE SUMMARY
Page Mill Expwy Planline Study -- "PAGE MILL OVER" OPTION
District-County-Route:n/a PM n/a EA n/a 2/24/2015
PROJECT DESCRIPTION:
COST ESTIMATE SUMMARY:
TOTAL ROADWAY ITEMS (PART I)
TOTAL STRUCTURE ITEMS (PART II)
SUBTOTAL CONSTRUCTION COSTS $32,795,500
SUPPORT COSTS:
PA & ED PHASE - Use Approx 5%
FINAL DESIGN PHASE - Use Approx. 15%
CONST. ADMIN. & DSDC - Use Approx. 15%
SUBTOTAL SUPPORT COSTS $11,480,000
TOTAL RIGHT-OF-WAY AND UTILITIES ITEMS (PART III)$3,852,500
TOTAL PROJECT COSTS $48,100,000
I. ROADWAY ITEMS
Section 1 - Earthwork Quantity Unit Unit Price Unit Cost
Roadway Excavation 17,000 CY $30.00 $510,000
Imported Borrow 85,000 CY $20.00 $1,700,000
Demolitions / Clearing & Grubbing 1 LS $100,000 $100,000
Subtotal Earthwork $2,310,000
Section 2 - Structural Section & Concrete
Highway Pavement 0 SF $12.60 $0
Grade separation of Page Mill Expwy and Foothill Expwy with Page Mill Expwy crossing over
at-grade Foothill Expwy. Estimate includes roadway improvements along Page Mill Road
between Coyote Hill Road and Porter Drive.
$22,630,000
$10,165,500
$1,640,000
$4,920,000
$4,920,000
Ramp & Street Pavement 320,000 SF $8.20 $2,622,519
Maintenance Vehicle Pullout 0 EA $10,000 $0
AC Overlay (Depth Varies)0 SF $2.00 $0
Curb & Gutter 3,900 LF $40.00 $156,000
Median Island Curb 5,200 LF $35.00 $182,000
Median Island Surfacing (Enhanced)17,400 SF $20.00 $348,000
Median Island Surfacing (Gravel)7,000 SF $5.00 $35,000
Sidewalk 8,000 SF $9.00 $72,000
Retrofit Handicap Ramp 0 EA $3,000 $0
Bikepath 20,000 SF $5.00 $100,000
Subtotal Structural Section & Concrete $3,515,519
Section 3 - Drainage
Project Drainage 1 LS $870,000 $870,000
Pumping Plants 0 LS $100,000 $0
Permanent Treatment BMP's 1 LS $100,000 $100,000
Subtotal Drainage $970,000
Section 4 - Specialty Items
Retaining Walls 52,600 SF $125 $6,575,000
Noise Walls 0 SF $75.00 $0
Type 60 Concrete Barriers 9,000 LF $100 $900,000
Metal Beam Guard Railing 350 LF $30.00 $10,500
Chain Link Fence 0 LF $20.00 $0
Irrigation Crossover 0 LF $20.00 $0
Replacement Landscaping 0 AC $35,000 $0
Plant Establishment Work (3-year)0 AC $20,000 $0
Erosion Control 9.5 AC $10,000 $95,000
SWPPP & Water Pollution Control 1 LS $150,000 $150,000
Subtotal Specialty Items $7,730,500
Page Mill Expwy Planline Study -- "PAGE MILL OVER" OPTION
District-County-Route:n/a PM n/a EA n/a 2/24/2015
Section 5 - Traffic Items Quantity Unit Unit Price Unit Cost
Lighting 1 LS $300,000 $300,000
Traffic Signals 1 LS $300,000 $300,000
Ramp Metering 0 LS $65,000 $0
Overhead and Roadside Signs 0 LS $20,000 $0
Traffic Delineation Items 1 LS $50,000 $50,000
Traffic Control Systems 1 LS $100,000 $100,000
Transportation Management Plan 1 LS $20,000 $20,000
Temporary Railing (Type K)6,500 LF $15.00 $97,500
Subtotal Traffic Items $867,500
SUBTOTAL SECTIONS 1-5 $15,393,519
Section 6 - Minor Items
(Subtotal Sections 1 - 5) 15,393,519 x 5%Subtotal $770,000
Section 7 - Roadway Mobilization
(Subtotal Sections 1 - 6) 16,163,519 x 10%Subtotal $1,620,000
Section 8 - Roadway Additions
Supplemental Work (Sect. 1 - 6) 16,163,519 x 5%
Contingencies (Sect. 1 - 6) 16,163,519 x 25%
Subtotal Roadway Additions $4,850,000
TOTAL ROADWAY ITEMS (Subtotal of Sections 1-8) $22,630,000
II. STRUCTURE ITEMS
Type S.F (deck) Cost Per S.F. Total Cost
Page Mill Road Over Structure CIP P/S Box 45,180 $225 $10,165,500
TOTAL STRUCTURE ITEMS $10,165,500
$770,000
$1,620,000
$810,000
$4,040,000
III. RIGHT-OF-WAY & UTILITIES
Parcel Description Quantity Unit Unit Price Unit Cost
Lands of Stanford 17,050 SF $50.00 $852,500
Subtotal Right-Of-Way $852,500
Utility Relocation Allowance Quantity Unit Unit Price Unit Cost
PG&E Transmission Gas 1 LS $2,000,000 $2,000,000
Other Utilities 1 LS $1,000,000 $1,000,000
Subtotal Utilities $3,000,000
TOTAL RIGHT-OF-WAY & UTILITIES $3,852,500
NOTES:
1
2
3
4
5
This opinion of probable construction cost is a professional opinion, based upon the Engineer's experience with the design of similar
projects. It is prepared as a guide only, is based upon incomplete information and is subject to possible change. HMH makes no warranty, either express or implied, that actual costs will not vary from these estimated costs and assumes no liability for such
variances. Further, this estimate is intended to include all construction items and support costs, but the possibility exists that certain
items or costs may not be included in the estimate or specifically excluded in the notes.
Quantities are based upon preliminary geometric exhibits in Planline Study.
Costs are based upon estimated current prices without provision for inflation.
This estimate does not include costs for financing, habitat preservation, restoration or mitigation measures.
This estimate should be considered as a Class 5 (Order-of-Magnitude) estimate per the classifications defined by Association for the
Advancement of Cost Engineering.
PRELIMINARY PROJECT COST ESTIMATE SUMMARY
Page Mill Expwy Planline Study -- "PAGE MILL UNDER" OPTION
District-County-Route:n/a PM n/a EA n/a 2/24/2015
PROJECT DESCRIPTION:
COST ESTIMATE SUMMARY:
TOTAL ROADWAY ITEMS (PART I)
TOTAL STRUCTURE ITEMS (PART II)
SUBTOTAL CONSTRUCTION COSTS $25,551,000
SUPPORT COSTS:
PA & ED PHASE - Use Approx 5%
FINAL DESIGN PHASE - Use Approx. 15%
CONST. ADMIN. & DSDC - Use Approx. 15%
SUBTOTAL SUPPORT COSTS $8,940,000
TOTAL RIGHT-OF-WAY AND UTILITIES ITEMS (PART III) $9,743,500
TOTAL PROJECT COSTS $44,200,000
I. ROADWAY ITEMS
Section 1 - Earthwork Quantity Unit Unit Price Unit Cost
Roadway Excavation 73,000 CY $30.00 $2,190,000
Imported Borrow 0 CY $20.00 $0
Demolitions / Clearing & Grubbing 1 LS $100,000 $100,000
Subtotal Earthwork $2,290,000
Section 2 - Structural Section & Concrete
Highway Pavement 0 SF $12.60 $0
Ramp & Street Pavement 330,000 SF $8.20 $2,704,472
Maintenance Vehicle Pullout 0 EA $10 000 $0
Grade separation of Page Mill Expwy and Foothill Expwy with Page Mill Expwy crossing
under at-grade Foothill Expwy. Estimate includes roadway improvements along Page Mill
Road between Coyote Hill Road and Porter Drive.
$22,230,000
$3,321,000
$1,280,000
$3,830,000
$3,830,000
Maintenance Vehicle Pullout 0 EA $10,000 $0
AC Overlay (Depth Varies)0 SF $2.00 $0
Curb & Gutter 3,900 LF $40.00 $156,000
Median Island Curb 5,200 LF $35.00 $182,000
Median Island Surfacing (Enhanced)17,400 SF $20.00 $348,000
Median Island Surfacing (Gravel)7,000 SF $5.00 $35,000
Sidewalk 8,000 SF $9.00 $72,000
Retrofit Handicap Ramp 0 EA $3,000 $0
Bikepath 20,000 SF $5.00 $100,000
Subtotal Structural Section & Concrete $3,597,472
Section 3 - Drainage
Project Drainage 1 LS $880,000 $880,000
Pumping Plants 1 LS $100,000 $100,000
Permanent Treatment BMP's 1 LS $100,000 $100,000
Subtotal Drainage $1,080,000
Section 4 - Specialty Items
Retaining Walls 50,300 SF $125 $6,287,500
Noise Walls 0 SF $75.00 $0
Type 60 Concrete Barriers 7,400 LF $100 $740,000
Metal Beam Guard Railing 350 LF $30.00 $10,500
Chain Link Fence 0 LF $20.00 $0
Irrigation Crossover 0 LF $20.00 $0
Replacement Landscaping 0 AC $35,000 $0
Plant Establishment Work (3-year)0 AC $20,000 $0
Erosion Control 9.5 AC $10,000 $95,000
SWPPP & Water Pollution Control 1 LS $150,000 $150,000
Subtotal Specialty Items $7,283,000
Page Mill Expwy Planline Study -- "PAGE MILL UNDER" OPTION
District-County-Route:n/a PM n/a EA n/a 2/24/2015
Section 5 - Traffic Items Quantity Unit Unit Price Unit Cost
Lighting 1 LS $300,000 $300,000
Traffic Signals 1 LS $300,000 $300,000
Ramp Metering 0 LS $65,000 $0
Overhead and Roadside Signs 0 LS $20,000 $0
Traffic Delineation Items 1 LS $50,000 $50,000
Traffic Control Systems 1 LS $100,000 $100,000
Transportation Management Plan 1 LS $20,000 $20,000
Temporary Railing (Type K)6,500 LF $15.00 $97,500
Subtotal Traffic Items $867,500
SUBTOTAL SECTIONS 1-5 $15,117,972
Section 6 - Minor Items
(Subtotal Sections 1 - 5) 15,117,972 x 5%Subtotal $760,000
Section 7 - Roadway Mobilization
(Subtotal Sections 1 - 6) 15,877,972 x 10%Subtotal $1,590,000
Section 8 - Roadway Additions
Supplemental Work (Sect. 1 - 6) 15,877,972 x 5%
Contingencies (Sect. 1 - 6) 15,877,972 x 25%
Subtotal Roadway Additions $4,760,000
TOTAL ROADWAY ITEMS (Subtotal of Sections 1-8) $22,230,000
II. STRUCTURE ITEMS
Type S.F (deck) Cost Per S.F. Total Cost
Page Mill Road Under Structure CIP Slab 14,760 $225 $3,321,000
TOTAL STRUCTURE ITEMS $3,321,000
$760,000
$1,590,000
$790,000
$3,970,000
III. RIGHT-OF-WAY & UTILITIES
Parcel Description Quantity Unit Unit Price Unit Cost
Lands of Stanford 34,870 SF $50.00 $1,743,500
Subtotal Right-Of-Way $1,743,500
Utility Relocation Allowance Quantity Unit Unit Price Unit Cost
PG&E Transmission Gas 1 LS $2,000,000 $2,000,000
SFPUC Hetch-Hetchy Pipelines 1 LS $5,000,000 $5,000,000
Other Utilities 1 LS $1,000,000 $1,000,000
Subtotal Utilities $8,000,000
TOTAL RIGHT-OF-WAY & UTILITIES $9,743,500
NOTES:
1
2
3
4
5
This opinion of probable construction cost is a professional opinion, based upon the Engineer's experience with the design of similar projects. It is prepared as a guide only, is based upon incomplete information and is subject to possible change. HMH makes no warranty, either express or implied, that actual costs will not vary from these estimated costs and assumes no liability for such variances. Further, this estimate is intended to include all construction items and support costs, but the possibility exists that certain items or costs may not be included in the estimate or specifically excluded in the notes.
Quantities are based upon preliminary geometric exhibits in Planline study.
Costs are based upon estimated current prices without provision for inflation.
This estimate does not include costs for financing, habitat preservation, restoration or mitigation measures.
This estimate should be considered as a Class 5 (Order-of-Magnitude) estimate per the classifications defined by Association for the
Advancement of Cost Engineering.
PRELIMINARY PROJECT COST ESTIMATE SUMMARY
Page Mill Expwy Planline Study -- "PAGE MILL SPLIT" OPTION
District-County-Route:n/a PM n/a EA n/a 2/24/2015
PROJECT DESCRIPTION:
COST ESTIMATE SUMMARY:
TOTAL ROADWAY ITEMS (PART I)
TOTAL STRUCTURE ITEMS (PART II)
SUBTOTAL CONSTRUCTION COSTS $32,971,000
SUPPORT COSTS:
PA & ED PHASE - Use Approx 5%
FINAL DESIGN PHASE - Use Approx. 15%
CONST. ADMIN. & DSDC - Use Approx. 15%
SUBTOTAL SUPPORT COSTS $11,550,000
TOTAL RIGHT-OF-WAY AND UTILITIES ITEMS (PART III)$4,743,500
TOTAL PROJECT COSTS $49,300,000
I. ROADWAY ITEMS
Section 1 - Earthwork Quantity Unit Unit Price Unit Cost
Roadway Excavation 24,200 CY $30.00 $726,000
Imported Borrow 47,600 CY $20.00 $952,000
Demolitions / Clearing & Grubbing 1 LS $100,000 $100,000
Subtotal Earthwork $1,778,000
Section 2 - Structural Section & Concrete
Highway Pavement 0 SF $12.60 $0
Ramp & Street Pavement 372,000 SF $8.20 $3,048,678
Grade separation of Page Mill Expwy and Foothill Expwy with Page Mill Expwy partially
depressed under partially elevated Foothill Expwy. Estimate includes roadway improvements
along Page Mill Road between Coyote Hill Road and Porter Drive and approximately 700'
North along Foothill Expwy and 700' South along Junipero Serra Blvd.
$29,650,000
$3,321,000
$1,650,000
$4,950,000
$4,950,000
p ,$$, ,
Maintenance Vehicle Pullout 0 EA $10,000 $0
AC Overlay (Depth Varies)39,300 SF $2.00 $78,600
Curb & Gutter 3,900 LF $40.00 $156,000
Median Island Curb 7,300 LF $35.00 $255,500
Median Island Surfacing (Enhanced)29,700 SF $20.00 $594,000
Median Island Surfacing (Gravel)7,000 SF $5.00 $35,000
Sidewalk 8,000 SF $9.00 $72,000
Retrofit Handicap Ramp 0 EA $3,000 $0
Bikepath 20,000 SF $5.00 $100,000
Subtotal Structural Section & Concrete $4,339,778
Section 3 - Drainage
Project Drainage 1 LS $920,000 $920,000
Pumping Plants 1 LS $100,000 $100,000
Permanent Treatment BMP's 1 LS $100,000 $100,000
Subtotal Drainage $1,120,000
Section 4 - Specialty Items
Retaining Walls 85,000 SF $125 $10,625,000
Noise Walls 0 SF $75.00 $0
Type 60 Concrete Barriers 11,400 LF $100 $1,140,000
Metal Beam Guard Railing 500 LF $30.00 $15,000
Chain Link Fence 0 LF $20.00 $0
Irrigation Crossover 0 LF $20.00 $0
Replacement Landscaping 0 AC $35,000 $0
Plant Establishment Work (3-year)0 AC $20,000 $0
Erosion Control 9.5 AC $10,000 $95,000
SWPPP & Water Pollution Control 1 LS $150,000 $150,000
Subtotal Specialty Items $12,025,000
Page Mill Expwy Planline Study -- "PAGE MILL SPLIT" OPTION
District-County-Route:n/a PM n/a EA n/a 2/24/2015
Section 5 - Traffic Items Quantity Unit Unit Price Unit Cost
Lighting 1 LS $300,000 $300,000
Traffic Signals 1 LS $300,000 $300,000
Ramp Metering 0 LS $65,000 $0
Overhead and Roadside Signs 0 LS $20,000 $0
Traffic Delineation Items 1 LS $50,000 $50,000
Traffic Control Systems 1 LS $100,000 $100,000
Transportation Management Plan 1 LS $20,000 $20,000
Temporary Railing (Type K)9,000 LF $15.00 $135,000
Subtotal Traffic Items $905,000
SUBTOTAL SECTIONS 1-5 $20,167,778
Section 6 - Minor Items
(Subtotal Sections 1 - 5) 20,167,778 x 5%Subtotal $1,010,000
Section 7 - Roadway Mobilization
(Subtotal Sections 1 - 6) 21,177,778 x 10%Subtotal $2,120,000
Section 8 - Roadway Additions
Supplemental Work (Sect. 1 - 6) 21,177,778 x 5%
Contingencies (Sect. 1 - 6) 21,177,778 x 25%
Subtotal Roadway Additions $6,350,000
TOTAL ROADWAY ITEMS (Subtotal of Sections 1-8) $29,650,000
II. STRUCTURE ITEMS
Type S.F (deck) Cost Per S.F. Total Cost
Page Mill Road Split Structure CIP Slab 14,760 $225 $3,321,000
TOTAL STRUCTURE ITEMS $3,321,000
III. RIGHT-OF-WAY & UTILITIES
PlDiti Qtit Uit UitPi UitC t
$1,010,000
$2,120,000
$1,060,000
$5,290,000
Parcel Description Quantity Unit Unit Price Unit Cost
Lands of Stanford 34,870 SF $50.00 $1,743,500
Subtotal Right-Of-Way $1,743,500
Utility Relocation Allowance Quantity Unit Unit Price Unit Cost
PG&E Transmission Gas 1 LS $2,000,000 $2,000,000
Other Utilities 1 LS $1,000,000 $1,000,000
Subtotal Utilities $3,000,000
TOTAL RIGHT-OF-WAY & UTILITIES $4,743,500
NOTES:
1
2
3
4
5
This opinion of probable construction cost is a professional opinion, based upon the Engineer's experience with the design of
similar projects. It is prepared as a guide only, is based upon incomplete information and is subject to possible change. HMH
makes no warranty, either express or implied, that actual costs will not vary from these estimated costs and assumes no liability
for such variances. Further, this estimate is intended to include all construction items and support costs, but the possibility exists
that certain items or costs may not be included in the estimate or specifically excluded in the notes.
Quantities are based upon preliminary geometric exhibits in Planline Study.
Costs are based upon estimated current prices without provision for inflation.
This estimate does not include costs for financing, habitat preservation, restoration or mitigation measures.
This estimate should be considered as a Class 5 (Order-of-Magnitude) estimate per the classifications defined by Association for
the Advancement of Cost Engineering.
Page Mill Expressway Corridor Study Report | Appendix E
Appendix E
SCREENSHOTS OF MICRO-SIMULATION MODELS PRESENTED AT
PUBLIC MEETINGS
Page Mill Expressway Corridor Study Report | Appendix E
EXISTING AM CONDITIONS
Page Mill Expressway Corridor Study Report | Appendix E
EXISTING AM CONDITIONS
Page Mill Expressway Corridor Study Report | Appendix E
EXISTING PM CONDITIONS
Page Mill Expressway Corridor Study Report | Appendix E
FUTURE YEAR 2025 AM PEAK - CONCEPT 1
Page Mill Expressway Corridor Study Report | Appendix E
FUTURE YEAR 2025 PM PEAK - CONCEPT 2
Page Mill Expressway Corridor Study Report | Appendix E
FUTURE YEAR 2025 AM PEAK - CONCEPT 3
Page Mill Expressway Corridor Study Report | Appendix F
Appendix F
COMMUNITY OUTREACH SUMMARIES AND COMMENT LETTERS
RECEIVED
October 2014- January 2015 Community Outreach Meetings
Page Mill-Oregon Expressway Comments
From October 2014 to January 2015, community outreach meetings were held throughout Santa Clara
County to provide planning updates for the Expressway Plan 2040. Each meeting featured the
expressway(s) located within the host city. Three community meetings were held to share updates on
Page Mill-Oregon and Foothill Expressways. These meetings were at the following locations:
•November 17, 2014, SAP, Building 4 Loft, 2nd Floor, 3450 Hillview Avenue, Palo Alto
•November 19, 2014, Terman Middle School, 655 Arastradero Road, Palo Alto
•December 2, 2014, Los Altos Hills Community Center, 26379 Fremont Blvd, Los Altos Hills
The following comments are a compilation of post-it notes and comment cards related to Page Mill Road
Expressway collected from these meetings.
Page Mill/I-280 Interchange Comments
1.The Page Mill/280 intersection should be marked LOS F.
2.The video models assume that 280 can accept all traffic. This is not the case, for example PM
north traffic. You cannot change 280, but you need a solution which allows non-freeway traffic
to pass through. Therefore, all models need to be redone for this scenario.
3.A flyover from SB 280 to Page Mill NB [EB] would solve a lot of problems
4.Do not trade clover leafs for stop lights!
5.Concept 3/roundabout looks promising
6.Page Mill 280 Bike /Ped Traffic- create a bike/ped flyover
7.Be more creative= lights cause more problems than they solve
8.Roundabouts, not lights, at 280/Page Mill
9.Currently, we find it very difficult to exit from our resident on Gerth Lane to Page Mill
Expressway during both morning & evening commute hours. A traffic light might be helpful at
the Old Page Mill Rd. exit.
10.LAH is a rural community-no street lights, dark skies, no up lighting- signal lights are visible over
long distances
11.Please make Page Mill underpass at I-280 so it looks like Alpine under 280!!! Dangerous for bikes
- now putting pedestrian crossing. On Oregon at Ross is STUPID! I AM A 50 YEAR OLD PA
resident, bike everywhere, always have. This was WRONG solution.
12.Bicycle slot lanes under I-280 both directions like Alpine/I-280
13.Page Mill/280: your models assume that traffic can get onto 280 at any time. However, 280
already has capacity issues, for example Northbound PM. You cannot change 280 but your
plan/model needs to make sure that local (non-280) traffic can go through. Thank you.
14.Reduction in emissions associated with roundabouts is desirable
15.No need for new traffic lights. Existing issues can have other (less expensive) solutions. A couple
of small car overpasses will solve these issues (small tunnel underpasses for bikes)
16.Sequencing is important: improve Page Mill & Foothill before improving Page Mill/280
17.Would love to see:
a.Additional lane on 280-South between Page Mill & Magdalena
1 | Page
October 2014- January 2015 Community Outreach Meetings
Page Mill-Oregon Expressway Comments
b.Additional lane on Page Mill off 280-N - always stuck before Deer Creek where I exit.
18.Concept 1 Signalization
a.Gerth Lane is missing from this map
b.Please indicate future path extension
c.Move cycle track from NB off ramp to Old Page Mill to two-way mixed use path on north
side of Old Page Mill Road.
19.Concept 2 Southbound Ramp Realignment
a.Gerth Lane is missing from this map
b. Multi-use path north of Old Page Mill for bike access to old Page Mill
c.Southbound 280 off ramp to have a permanent right turn lane for Page Mill going to
LAH needed for concepts 1 & 2
d.Turn off ramp into bike/ped path up to crossing 280 and connect to Arastradero
Preserve.
e.Channelized westbound right turn lane off of I-280 SB off-ramp
20.Concept 3 Roundabout
a.Consider grade separation concepts not only at Foothill but at the Page Mill/280
interchange as well.
b.Bicyclists will adversely impact traffic due to not obeying the traffic laws (all concepts)
c.Residents from Gerth/Christopher Lane area- don’t like existing stop sign access, full
signal looks good. The half signal seems like an inconvenience. Don’t like it.
d.Combined bike & ped route on northside from Christopher to south of 1-280 SB off
ramp
e.Don’t change anything
f.Channelized right at I-280 NB on ramp feasible? Los Altos Hills rural community and
would like to maintain rural character. Prefer stop signs to stop lights.
21.Park & Ride Lot
a.Expansion of Park & Ride is a terrible idea
b.No expanded Park & Ride Lot!!! If done, it’ll be a major disaster for LAH residents.
c.Move entrance of existing park n ride @ Page Mill + Arastradero up Page Mill toward
end of light.
d.Place park and ride lots in open spaces around I-280. Get rid of existing Park & Ride at
the interchange right next to residential area.
Page Mill/Foothill Expressway Comments
1.When faced with the choice of a highly urban solution (Overpass) versus a more rural, less
visible solution (below grade) please choose the more rural, less impact solution. Thank you. P.S.
Consider animals (PM Overcrossing Alternative 1 HMH)
2.How about a roundabout alternative here? Easier than 280- opportunity for central island
landscape-(this is a “Scenic Roadway” after all- by County designation). (Otherwise- keep
Foothill below grade) (PM overcrossing HMH Alternative 1)
3.Prefer to keep Foothill underneath for better profile on Foothill (PM Overcrossing Alternative 1
HMH)
2 | Page
October 2014- January 2015 Community Outreach Meetings
Page Mill-Oregon Expressway Comments
4.Concerned about Stanford faculty housing setback reduction caused by additional lanes for Page
Mill—grade separation, noise, privacy (especially at intersection with Junipero Serra Blvd)
5.Page Mill-Foothill Intersection: # 2- A better solution-minimizes impact to the homeowners and
businesses along Page Mill; #1 & #3 especially # 1 severely impacts the homeowners with
excessive noise and blighted sky
6.Suggest keeping Page Mill Road-Oregon Expressway at Grade and trenching Foothill
Expressway/JSB under grade in order to not put road above the homes at this intersection. OR-
keep Foothill/JSB at grade and trench Page Mill/Oregon Expressway under intersection.
7.Page Mill Road/Junipero Serra Boulevard Intersection- Stanford is proposing parking on Coyote
Hill Road for Dish walkers… This will force pedestrians to cross PMR during AM & PM peaks.
Dangerous! Traffic study needed, safety measures needed
Coyote Hill Comments
1.Coyote Hill parking makes no sense - new Dish parking should be by the north gate. Coyote Hill
parking will eventually become a transit center.
2.Page Mill & Coyote Hill- make it a signalized intersection –keep Stanford Dish parking on the
same side of Page Mill and the Dish- no parking on Coyote Hill
Bicycle/Pedestrian Comments
1.Hanover- no turn on red
2.Look at Hanover intersection for Bike & Pedestrian traffic and farther into College Terrace and
bike path to Barron Park Neighborhood
a.Widen Hanover East sidewalk between College Terrace (Calif. Ave) & Page Mill
b.Pave over landscaping at all corners to make room for cyclists
c.Make a cross signal just for bikes/peds- no cars turning during signals
3.Yield to bikes signs needed at Hanover and Page Mill
4.Hanover & Page Mill Red signal is too quick
5.Double wide sidewalk at Hanover Page Mill - cars using shoulder
6.Constriction - no ADA NE corner by fire hydrant and light pole
7.280 Alpine to Ladera bike safety issues near shopping center. Wide path-bikes hard to see-
suggest underpass for bikes
8.Hanover is major bike route- to dedicated bike path behind Bol Park.
9.We live in Peter Coutts Circle, off Page Mill. I have two children who commute to Terman &
Gunn by bike. Several children from PC & Stanford do so. My kids cross Page Mill at the
intersection with Peter Coutts, then bike down on the sidewalk until Hanover. How this is going
to work with the proposed changes? We need to make sure biking to school is safe for the
Stanford Community. Thank you.
10.The intersection of Page Mill and Hanover is dangerous for bikes-pocket lanes, dedicated lanes,
and needed- west improvements needed on Hanover.
11.Bike lanes on ECR
3 | Page
October 2014- January 2015 Community Outreach Meetings
Page Mill-Oregon Expressway Comments
General Comments
1.Build these improvements please
2.Would like to see alleviated traffic on Foothill Expressway.
3.Build mass transit: BART, Feeder buses to Caltrain, El Camino Real, Marguerite
4.If you want mass transit-make BART to circle the bay- don’t do half solutions!
5.Long term solution is to require commuters to use buses- jobs miss outpace any reasonable traffic
improvements
6.First meeting- complement on the quality of explanation and format
7.Public transportation needed to connect 101 @ Oregon to Page Mill to Foothill. Consider transport
to train & schools. Use more roundabouts for traffic calming & safety
8.Coordinate with Stanford Transportation Demand Manager - what they are doing/what info they
have
9.Increase Caltrain commute express trains from San Jose, Santa Clara
10.Feeder buses from transit center like Santa Clara transit center, like Palo Alto transit center to feed
Stanford research park
11.Caltrain: move express trains
12.Feeder buses to employment (Santa Clara transit center model)
4 | Page
1
Bodduna, Aruna
From:Zeaphod
Sent:Wednesday, October 29, 2014 8:11 AM
To:RDA - Dist List - ExpresswayPlan2040
Subject:I-280/Page Mill Rd Interchange
Looked at the proposed alternatives for improving the I‐280/.Page Mill Rd Interchange. None are acceptable. The
interchange is a death trap for bicyclists and impassable for pedestrians and the proposals don't address the problem.
There needs to be a dedicated BPED route from Old Page Mill Rd to the Page Mill Rd/Arastradero Rd intersection.
Having BPEDs cross on ramp traffic to a bike lane even with a light won't work. Just look at the median BPED lane under
the El Monte/I‐280 interchange. Nobody uses it.
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Kaiser Permanente® FEHB
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1
Bodduna, Aruna
From:Josh Moore
Sent:Tuesday, November 11, 2014 10:58 AM
To:RDA - Dist List - ExpresswayPlan2040
Subject:page mill and foothill
Follow Up Flag:Follow up
Flag Status:Completed
I am interested in the planning for the page mill and foothill expressways. Unfortunately I cannot attend any of
the open houses.
I have reviewed the presentation on your web site and have a few thoughts. First, I am delighted that the county
and caltrans are considering improving these corridors which should help alleviate congestion. I frequently
travel page mill from arastradero to 101 and Foothill from Page Mill into Los Altos.
For the record, I oppose bike lanes in the median. As you may know, cyclists tend to ride in such a way as to
maximize average speed and minimize effort. Having to wait for a traffic light to get on and off the median is
not practical from a cyclists perspective. Cyclists will continue to ride on the side of the road or take a lane and
this will counteract the improvements you suggest. Dedicated class A bike paths like the one that exists from
Coyote Hill to Deer Creek is a much better alternative with bridges or tunnels to get past the on and off ramps. I
am surprised this did not make it into consideration.
I am in favor of the roundabout option instead of the 6? lights between arastradero and Foothill expressway. I
think the stop lights will be really annoying in non peak hours, which is also not considered in your study.
Thank you for reaching out.
Joshua Moore
Woodside CA 94062.
PARC
Palo Alto, CA 94304
1
Bodduna, Aruna
From:Radhika Thapa
Sent:Monday, December 22, 2014 6:21 PM
To:RDA - Dist List - ExpresswayPlan2040
Subject:Traffic light at the intersection of Old Page Mill Road and Page Mill Expwy
Follow Up Flag:Follow up
Flag Status:Flagged
Hi Ivana,
Thanks for the information. My husband and I would like to submit our request for a traffic light (three way) at the
intersection of Old Page Mill and Page Mill. We live on Old Page Mill Road. During rush hour, it is almost impossible (and
dangerous) to make a left turn onto Page Mill. It is just as hard to turn right and make a U turn at the stop sign because
we have to switch two lanes rapidly, and there is too much traffic to get across.
We have no other option. It is not as if we have an alternate route we can take.
We missed the meeting, so we would like to email our request. I do hope that you will consider our predicament when
you plan the traffic signals.
Regards,
Radhika
2
‐‐‐‐‐Original Message‐‐‐‐‐
From: Les Earnest
Sent: Monday, January 05, 2015 1:59 PM
To: Collen, Dan
Subject: Page Mill/I‐280 interchange
Dan,
Is there a plan to put your group's three alternative Page Mill interchange designs on a web site somewhere?
It appears to me that the version using a traffic circle has a problem in that during morning rush hours there would be a
fairly constant flow of southbound off‐ramp traffic which would effectively block traffic coming east on Page Mill or
north on Arastradero for long periods. The traffic light version avoids that problem.
I note also that none of the three versions that we saw a month or so ago handles bike/ped traffic as well as my old
proposal at web.stanford.edu/~learnest/lah/pm280.1403‐1.pdf.
‐Les Earnest
1
Bodduna, Aruna
From:Dennis Wantzelius
Sent:Wednesday, February 18, 2015 5:41 PM
To:PageMill280@CountyRoads.org
Subject:Roundabout concept
Follow Up Flag:Follow up
Flag Status:Flagged
I don't see how a bicycle can safely get from northbound Arastradero Rd. to westbound Page Mill Rd. through the
roundabout. This is very important as it is how you get to continue on northbound Arastradero Rd., a major bike route.
I think this problem should rule out the roundabout unless you build an overpass or underpass for bicycles.
Dennis Wantzelius
Sent from my iPad
Dennis Wantzelius
1
Bodduna, Aruna
From:Garo Kiremijdian
Sent:Saturday, February 21, 2015 2:04 PM
To:RDA - Dist List - ExpresswayPlan2040
Subject:Page Mill/I-280 Study
Dear Ms. Cameron,
Thank you very much for your latest presentation to the Town Council of Los Altos Hills. I would like to provide the
following comments with respect to the proposed concepts to improve the Page Mill/I‐280 Interchange.
1. Park & Ride
The Park & Ride lot near the Page Mill/I‐280 interchange was built by Caltrans in 1988. For more than twenty years the
lot was a mere eyesore. However, lately it has become a significant safety concern for the residents of the adjacent
neighborhoods. Employees from companies such as Genentech, Zynga, Twitter and Box are frequently picked up and
unloaded by large buses. The latter park on dangerous blind curves, execute U turns across major bi‐directional
commuter feed roads, and block ingress and egress to the lot itself. Such practices have created a dangerous
environment susceptible to serious accidents.
The County’s proposal to deal with the current situation is to extend the Park & Ride lot. This will exacerbate the
underlying and larger problem. The lot is woefully inadequate for today’s conditions. Overflow vehicles regularly line
both sides of Page Mill for a considerable distance. The proposed extension will attract more companies to use buses for
transporting their employees, but will do nothing to alleviate the fundamental and larger overload problem. Instead, the
result of extending the lot will be increased bus feeder traffic. Fixing one problem that encourages even more parking
load on an already over‐taxed parking facility is not a fix at all, merely an expensive exercise in aggravating the existing
situation. Finally, the outcome of the extension proposal will not ease the residents’ concerns for negative impact on
safety, rural environment and property values.
A near term solution to the Park & Ride problem is to eliminate the use of buses for picking up and unloading people.
Large corporations as the ones mentioned above have certainly the resources to deploy other means for their
employees (e.g., building parking lots, using existing garages, etc.). A longer term solution is to create Park & Ride lots in
open spaces away from residential areas) through negotiations with Stanford and San Mateo County.
2. Traffic Signals
All of the concepts contain traffic signals on Page Mill at: (a) the North‐bound off‐ramp, and (b) near Old Page Mill
Road/Gerth Lane. The first concept also places traffic signals at Page Mill/South‐bound off‐ramp. Recently the County
approved Stanford’s request to build a parking lot and install traffic signals at the intersection of Page Mill and Coyote
Hill. Thus on the 1.5 mile Page Mill Road portion from the interchange to Foothill Expressway there would be 5 to 6
sections of traffic signals. The 2013 Fehr and Peers traffic study of the interchange has determined that almost 7 million
vehicles per year pass through the I‐280 South‐bound off‐ramp alone into Page Mill. The planned commercial expansion
projects (totaling 1.5 million square feet) on and near Page Mill and Arastradero will significantly increase this number.
Even with the expansion of Page Mill between the interchange and Foothill, the traffic backup in peak hours may not
improve or it may be worse compared to the current situation.
3. Grade Separation
2
Grade separation concepts have been extensively studies by the County at several expressway locations including the
Foothill/Page Mill intersection. A similar consideration should be given to the Page Mill/I‐280 interchange. It is likely that
flyovers may significantly ease the congestion on Page Mill. Cost must not be the sole barrier for dismissing the concept.
If it turns out that a flyover at the interchange is a long‐term tool to significantly ease the Page Mill traffic backup, then
this is a more cost effective approach than spending taxpayers’ money for projects that would not improve the current
traffic situation.
Sincerely yours,
Garo Kiremidjian
1
Bodduna, Aruna
From:John Seyfarth
Sent:Thursday, March 05, 2015 8:07 PM
To:PageMill280@CountyRoads.org
Subject:Dangerous 280 Page Mill Roundabout concept!
Hello!
This roundabout concept looks like a deathtrap for bicyclists turning left from
northbound Arastradero to westbound Page Mill. It looks like bicyclists will need to
merge with speeding cars for 270 degrees around the roundabout with no stop signs or
stop lights to slow down impatient commuter cars turning east on Page Mill from
southbound 280 offramp. Very dangerous!
And same concern for westbound Page Mill bicycles riding through the roundabout in the
morning!
Hopefully there are better, safer ideas!
--John Seyfarth
1
Bodduna, Aruna
From:Ken Graham
Sent:Wednesday, March 11, 2015 11:18 AM
To:RDA - Dist List - ExpresswayPlan2040
Cc:
Subject:Expressway Plan 2040 Page Mill / 280 Roundabout Plan
Dear RDA staff,
Thank you for the opportunity to comment on the Plans for the Page Mill / 280 Roundabout plan.
For reference, I am a 30 year resident of Los Altos Hills and our home is affected by the project as we live at
the end of Old Page Mill Road as it is heading toward the 280 / Page Mill freeway ramps.
The roundabout as proposed seems to be a great improvement vs. traffic signals.
However, the plan seems still very weak or flawed on the Palo Alto side of the interchange. If a
roundabout works so well, then shouldn't there be another on the Palo Alto side? That is were
north
bound 280 traffic merges with traffic coming off the proposed roundabout.( actually that is not a
perfect description, but close enough).
A signal in the middle of everything on the Palo Alto side of 280 will stop perhaps twice as
many cars as the previously proposed one on the "Los Altos Hills" roundabout , as the traffic
from South Bound 280 as well as the downhill traffic from Los Altos Hills will just stack up in
the currently proposed roundabout waiting for the signal(s) on the Palo Alto side.
I believe there is plenty of room( if you cover the open drainage ditch on the Palo Alto bound
side) to add an additional lane all the way to Foothill Expressway. So the proposal to add a lane
all the way to Foothill seems appropriate.
It's not entirely clear to me that the goal for this project is clear regarding traffic flow ( or are there other goals
in mind?).
What is the progressive (phased) impact toward the ultimate goal regarding the "F" grade currently being
experienced?
If people are serious about traffic flow, they'd build a southbound exit flyover from southbound
280 to Palo Alto side of the north bound (Palo Alto bound) Page Mill. Also a flyover going the
other way would help as well (northbound 280 toward Los Altos Hill)
All those people at Stanford , Sand Hill, and Page Mill / Stanford Business P ark could find a
way (politically or financially) to fund the flyover. ... If they wanted to really move traffic.
Thanks for considering.
Ken
Sent from my iPhone
1
Bodduna, Aruna
From:Les Earnest
Sent:Friday, March 13, 2015 9:44 AM
To:Collen, Dan
Cc:Cameron, Dawn
Subject:Re: Page Mill/I-280 interchange
Dan and Dawn:
It appears to me that each of the three concepts shown on you web site has major defects but some of them are
repairable. If you think I have misunderstood something please let me know. Further on I offer a suggestion for
dealing with certain emergency situations that you might consider adding to your expressway program.
Regarding my earlier proposal at http://web.stanford.edu/~learnest/lah/pm280.1403.pdf, I agree that it probably
makes sense to have the shared path cross the on-ramp at grade under control of a traffic light rather than
building a shared use overpass. It appears to me that having a crossing without a traffic light would be unsafe
during rush hours because of the fast moving traffic.
An unsafe and unnecessary crosswalk. As you know, there is an existing crosswalk at the foot of the two lane
northbound off-ramp from I-280. I have gone through that interchange thousands of times since it was created
49 years ago and do not recall ever seeing a pedestrian attempting to cross there. That makes sense because the
traffic typically moves at 45+ MPH and there is no traffic light to stop them, which makes this a totally unsafe
crosswalk. It is also rather unsafe area for motorists in that I have seen the results of dozens of solo crashes
there, apparently caused by motorists going too fast around the blind corner then losing control and hitting a
lamppost or concrete barrier.
If an eastbound pedestrian did succeed in getting across that crosswalk alive, he or she would find a narrow
sidewalk next to the expressway heading uphill toward Deer Creek Road. However it terminates about a quarter
mile short of that destination, forcing any pedestrians to walk in the expressway, which is dangerous.
Curiously, Concepts 2 and 3 leave that dangerous crosswalk "as is". PLEASE REMOVE THOSE UNSAFE
CROSSWALK MARKINGS FROM THE PAVEMENT AND LEAVE THEM OUT OF FUTURE PLANS.
Some embarrassing history. This is not a newly recognized problem. In 1965, before that interchange was
completed, the Los Altos Hills Council adopted a resolution pointing out that the planned facilities for non-
motorized traffic going through that interchange were unsafe -- see
http://web.stanford.edu/~learnest/lah/1965.06.07.pdf. However that request was ignored by Caltrans and County
Roads.
In 1993, having retired after many years of commuting through that abominable interchange by car and bicycle,
I got appointed to the Town's Pathways Committee and was promptly elected as Chair, then got the Committee
and the Town Council to endorse a reconfiguration of the westbound lanes of Page Mill Road going under I-280
so as to make it safer for cyclists and pedestrians.
2
I then arranged to get a position on the VTA/County Bicycle Advisory Committee and was soon elected Chair
of that body, then got them to endorse the same proposal, which County Roads kindly implemented in 1997.
However just two years later a dimwit Caltrans engineer, who was totally focused on motoring efficiency, as
usual, redesigned those lanes so as to make that segment more dangerous for non-motorized traffic than it had
ever been. He then got it approved and built over our objections, which is the way it is today.
Concept 1. This is a version of the signalization plan that was proposed by Caltrans representatives at the Los
Altos Hills Traffic Safety Committee public meeting on February 22, 2013. As I pointed out then, their plan did
not provide a safe way for pedestrians and cyclists to get through the interchange but it occurred to two of us
that a safe pedestrian route could be created by putting in a crosswalk at their proposed signal just East of the
freeway and that proposal was subsequently endorsed by the Committee, sent to Caltrans and was adopted by
them. Still later I proposed using the median as a cycling route and documented it. I see that both of those ideas
are incorporated in Concept 1.
However there appears to be a fundamental defect in this plan. Given that this proposal would adjust signal
timing to increase morning traffic flow from the southbound 280 off-ramp onto Page Mill Road but retains only
one eastbound lane going through the interchange it would certainly result in an eastbound traffic backup. It
also apparently blocks exiting traffic from Christophers lane from turning right onto Page Mill, forcing them to
travel east to the traffic light before turning west, which I think makes no sense.
However there is a way to fix this proposal, I believe, namely by taking all pedestrian and cycling routes out of
the interchange, providing enough room for two eastbound lanes going through the interchange instead of one,
so as to enhance traffic flow, and putting bikes and pedestrians on a two-way shared path just north of Page
Mill, as I first proposed in June 2010. In order for that bike-ped path to safely cross the west-to-south on-ramp
loop it would be necessary to either provide a signalized crossing of the two lane on-ramp or a tunnel under it.
Concept 2. Curiously this concept blocks Christophers Lane access to eastbound Page Mill and omits the traffic
light at the turnoff from Page Mill Expressway to Old Page Mill Road, making it impossible for residents along
Old Page Mill Road to head east during rush hours, all of which is unacceptable in my view.
Again there is just one eastbound Page Mill lane going through the interchange, which would lead to morning
backups, so I would again recommend taking the bike and pedestrian routes out of the interchange, making
room for two eastbound lanes, and creating a two-way shared bike-ped path along the north side of Page Mill
Expressway. That shared path should go under the southbound off-ramp.
Concept 3. This proposal is unacceptably dangerous for cyclists. Consider a cyclist heading north on
Arastradero Road who needs to go West on Page Mill, which happened to be my bike commute route for nine
years. That person would have to enter the roundabout staying on the right side of the outer lane. However, as
shown in the lane markings and your Youtube simulations, there would be two lanes of right-turning traffic
heading East on Page Mill, which the biker would be unlikely to cross and live to tell about it.
Again this proposal has just one eastbound Page Mill lane going all the way through the interchange, which
would lead to morning backups but both of the above problems can be fixed by taking the bikes out of the
interchange and sending them along the proposed pedestrian path north of Page Mill. One way to do that would
be to leave the stop-sign intersection of Arastradero and Page Mill intact and connect it to the roundabout with
one lane roads in each direction. Alternatively a one lane roundabout could be placed there with one lane links
to the larger roundabout.
Incidentally, the conceptual map for this proposal erroneously shows an "Existing Bike Path" just South of the
Park-and-Ride. While there is an existing pedestrian/equestrian path on part of that route it does not connect to
3
Arastradero as shown on the map and is actually a dirt path with some gravel sprinkled on top, which turns to
mud in rainy weather and which is rutted in part as a result of erosion. In any case, it should play no part in this
plan.
Cherry Stem Path. If you end up with some version of Concepts 2 or 3, I suggest adding the Cherry Stem path
advocated on Page 2 of http://web.stanford.edu/~learnest/lah/pm280.1403.pdf, which would enable both
pedestrians and cyclists to travel safely and scenically between this interchange, the Arastradero Preserve and
northbound Arastradero Road and would enable cyclists heading that way to avoid the dangerously narrow Page
Mill bridge over Matadero Creek just West of the interchange.
Emergency Access. I suggest also that you consider augmenting your expressway planning program by
including negotiations with Caltrans to deal with certain emergency situations following the next big
earthquake, which is inevitable though the timing is still unpredictable. As we know, some freeway bridges may
collapse and, in the case of Los Altos Hills, such happenings at I-280 interchanges could cut the town in two.
To deal with that we plan to negotiate with Caltrans to modify freeway medians on both sides of each
interchange so that vehicles on crossing roads such as Page Mill, El Monte, and Magdalena could avoid a
collapsed bridge by taking a right turn on the freeway on-ramp, then crossing the median to the lanes going the
other way, then turning right on the off-ramp to continue their travel.
Given that many County expressways cross freeways, you might consider augmenting your planning to put
similar modifications in freeway medians elsewhere in the County. What do you think of that?
-Les Earnest
Page Mill Expressway Corridor Study Report | Appendix G
Appendix G
PLAN VIEW CONCEPTS OF REFINED CONCEPT 3 — ROUNDABOUT
Page Mill Expressway Corridor Study Report | Appendix H
Appendix H
ROUNDABOUT CONCEPT OPINION OF PROBABLE COST
PRELIMINARY
PROJECT COST ESTIMATE
Current Cost
16,413,600$
16,413,600$
-$
TOTAL CAPITAL OUTLAY COST 16,414,000$
656,544$
984,816$
-$
820,680$
820,680$
TOTAL CAPITAL OUTLAY SUPPORT COST*3,282,720$
19,700,000$
Project Administration (5%)
CONSTRUCTION SUPPORT (5%)
SUBTOTAL CONSTRUCTION COST
RIGHT OF WAY SUPPORT
PS&E SUPPORT (6%)
TOTAL PROJECT COST
Hwy 280/Page Mill Road Interchange Project - Concept Study
Roundabout Concept
Conceptual Cost Estimate - February 2015
ROADWAY & STRUCTURAL ITEMS
PR/ED SUPPORT (4%)
RIGHT OF WAY
1 of 9 5/22/2015 10:16 PM
PRELIMINARY
PROJECT COST ESTIMATE
I. ROADWAY ITEMS SUMMARY
Cost
1 1,560,000$
2 Pavement Structural Section 2,712,100$
3 592,300$
4 650,000$
5 429,700$
6 2,876,700$
7 888,400$
8 485,500$
9 1,019,500$
10 Supplemental Work (Environmental)509,800$
11 -$
12 $4,689,600
13 $0
16,413,600$
Date Phone
Date Phone
State Furnished
By signing this estimate you are attesting that you have discussed your project with all functional
units and have incorporated all their comments or have discussed with them why they will not be
incorporated.
Name and Title
Overhead
Estimate Prepared By :
Estimate Reviewed By :
Name and Title
TOTAL ROADWAY ITEMS
Contingencies
Section
Utilities
Earthwork
Environmental
Roadway Mobilization
Traffic Items
Structural Items
Drainage
Minor Items
2 of 9 5/22/2015 10:16 PM
PRELIMINARY
PROJECT COST ESTIMATE
SECTION 1: EARTHWORK
Item code Unit Quantity Unit Price ($)Cost
160101 Clearing & Grubbing LS 1 x 100,000.00 =100,000$
170101 Develop Water Supply LS 1 x 100,000.00 =100,000$190101 Roadway Excavation CY 15,000 x 40.00 = 600,000$
Import Borrow CY 19,000 x 40.00 =760,000$
1,560,000$
SECTION 2: PAVEMENT STRUCTURAL SECTION
Item code Unit Quantity Unit Price ($)Cost
=-$Pavement SF 184,225 x 8.00 =1,473,800$
Truck Apron SF 4,850 x 40.00 =194,000$
Sidewalk SF 8,250 x 15.00 =123,750$Curb and Gutter LF 4,300 x 40.00 =172,000$
Medain Curb and Paving SF 28,925 x 20.00 =578,500$
Class I Facility SF 34,000 x 5.00 =170,000$
2,712,100$TOTAL STRUCTURAL SECTION ITEMS
TOTAL EARTHWORK SECTION ITEMS
3 of 9 5/22/2015 10:16 PM
PRELIMINARY
PROJECT COST ESTIMATE
SECTION 3: DRAINAGE
Item code Unit Quantity Unit Price ($)Cost
Drainage Items (10% Project Items)EA 1 x 592,210.00 = 592,210$
De-Watering (10% Project Items)EA x =-$
592,300$
SECTION 4: STRUCTURAL ITEMS
Item code Unit Quantity Unit Price ($)Cost
Bridge Structure SF 3,250 x 200.00 =650,000$
650,000$
TOTAL DRAINAGE ITEMS
TOTAL SPECIALTY ITEMS
4 of 9 5/22/2015 10:16 PM
PRELIMINARY
PROJECT COST ESTIMATE
SECTION 5: ENVIRONMENTAL
5A - ENVIRONMENTAL MITIGATION
Item code Unit Quantity Unit Price ($)Cost
-$
5B - LANDSCAPE AND IRRIGATION
Item code Unit Quantity Unit Price ($)Cost
Landscape and Irrigation EA 1 x 400,000.00 =400,000$
400,000$
5C - NPDES
Item code Unit Quantity Unit Price ($)Cost
NPDES (0.5% Project Items)EA 1 x 29,610.50 =29,611$
Supplemental Work for NPDES
29,611$
*** Applies only to project with SWPPPs.
TOTAL ENVIRONMENTAL 429,700$
**Applies to both SWPPPs and WPCP projects.
*Applies to all SWPPPs and those WPCPs with sediment control or soil stabilization BMPs.
Subtotal NPDES (Without Supplemental Work)
Subtotal Environmental
Subtotal Landscape and Irrigation
5 of 9 5/22/2015 10:16 PM
PRELIMINARY
PROJECT COST ESTIMATE
SECTION 6: TRAFFIC ITEMS
6A - Traffic Electrical
Item code Unit Quantity Unit Price ($)Cost
Traffic Electrical (Page Mill and NB Ramps Signal)EA 1 x 400,000 =400,000$
Traffic Electrical (Page Mill and Old Page Mill Signal)EA 1 x 400,000 =400,000$Street Lighting EA 1 x 200,000 =200,000$
1,000,000$
6B - Traffic Signing and Striping
Item code Unit Quantity Unit Price ($)Cost
Signing and Striping EA 1 x 100,000 =100,000$
100,000$
6C - Stage Construction and Traffic Handling
Item code Unit Quantity Unit Price ($)CostStage Construction and Traffic Handling (30%
Project Items)EA 1 x 1,776,630 = 1,776,630$
1,776,630$
2,876,700$
Subtotal Traffic Electrical
Subtotal Traffic Signing and Striping
Subtotal Stage Construction and Traffic Handling
TOTAL TRAFFIC ITEMS
6 of 9 5/22/2015 10:16 PM
PRELIMINARY
PROJECT COST ESTIMATE
SECTION 7: UTILITIES
Item code Unit Quantity Unit Price ($)CostUtility Relocation (15% of Project Items)EA 1 x 888,315 = 888,315$x =-$
x =-$x =-$x =-$
x =-$
x =-$x =-$x =-$
x =-$x =-$x =-$
888,400$
SUBTOTAL SECTIONS 1-7 9,709,200$
SECTION 8: MINOR ITEMS
8A - Americans with Disabilities Act Items
ADA Items 1.0%97,092$
8B - Bike Path ItemsBike Path Items 2.0%194,184$
8C - Other Minor Items
Other Minor Items 2.0%194,184$
Total of Section 1-7 $9,709,200 x 5.0% =485,460$
485,500$
SECTIONS 9: MOBILIZATION
Item
code999990 Total Section 1-8 $10,194,700 x 10% =1,019,470$
1,019,500$
SECTION 10: SUPPLEMENTAL WORK (ENVIRONMENTAL)
Item code Unit Quantity Unit Price ($)Costx=-$x =-$
x =-$x =-$x =-$
x =-$
x =-$x =-$x =-$
x =-$
x =-$
=-$
Total Section 1-8 $10,194,700 5% =509,735$
TOTAL SUPPLEMENTAL WORK 509,800$
Cost of NPDES Supplemental Work specified in Section 5C
TOTAL MINOR ITEMS
TOTAL Utilities
TOTAL MOBILIZATION
Include constructing, maintaining, and removal
7 of 9 5/22/2015 10:16 PM
PRELIMINARY
PROJECT COST ESTIMATE
SECTION 11: STATE FURNISHED MATERIALS AND EXPENSES
Item code Unit Quantity Unit Price ($)Cost
x =$0
x =$0
x =$0
x =$0
x =$0
x =$0
x =$0
x =$0x=$0
Total Section 1-8 $10,194,700 0% =-$
$0
SECTION 12: TIME-RELATED OVERHEAD
Estiamted Time-Releated Overhead (TRO) Percentage (0% to 10%)=5%
Item code Unit Quantity Unit Price ($)Cost
070018 Time-Related Overhead WD 0 X #DIV/0! =$0
TOTAL TIME-RELATED OVERHEAD $0
SECTION 12: CONTINGENCY
(Pre-PSR 30%-50%, PSR 25%, Draft PR 20%, PR 15%, after PR approval 10%, Final PS&E 5%)
Total Section 1-11 $11,724,000 x 40% =$4,689,600
TOTAL CONTINGENCY $4,689,600
TOTAL STATE FURNISHED
8 of 9 5/22/2015 10:16 PM
PRELIMINARY
PROJECT COST ESTIMATE
II. RIGHT OF WAY
Unit Quantity Unit Price ($)Cost
A)A1)Acquisition SF x 75$=
A2)SB-1210
B)TieBack Easement 35$
C)Appraisal, Escrow and Consultant Acquisition: 28 parcels x $25,000 ea
D)Utility Easement #REF!75$
E)Business Relocation (5% ROW Acquisition Cost)1 x -$
F)Contingency (10%)
K)
L)
M)
N)
1 When estimate has Support Costs only
Phone
TOTAL RIGHT OF WAY ESTIMATE
Project Coordinator1 Phone
Utiliy Coordinator2
TOTAL R/W ESTIMATE: Escalated
$0
R/W Acquistion
Estimate Prepared By Right of Way Estimator3 Phone
$0
(Excluding Item #8 - Hazardous Waste)
2 When estimate has Utility Relocation 3 When R/W Acquisition is required
Utility Estimate
Prepared By
Support Cost
Estimate Prepared By
Right of Way Support
9 of 9 5/22/2015 10:16 PM
City of Palo Alto (ID # 5793)
City Council Staff Report
Report Type: Consent Calendar Meeting Date: 6/22/2015
City of Palo Alto Page 1
Summary Title: Contract for FY 15 Alma Street and Middlefield Road Paving
Project
Title: Approval of a Contract with O'Grady Paving Inc. in the Amount of
$1,901,151 for the FY 2015 Alma Street and Middlefield Road Paving Project,
the 3rd of Three Contracts in the FY 2015 Street Maintenance Program
Project (CIP PE-86070)
From: City Manager
Lead Department: Public Works
Recommendation
Staff recommends that Council:
1. Approve and authorize the City Manager or his designee to execute the
attached contract with O’Grady Paving Inc. (Attachment A) in an amount
not to exceed $1,901,151 for Capital Improvement Program (CIP) project
PE-86070, Palo Alto FY 2015 Alma Street and Middlefield Road Paving, and
2. Authorize the City Manager or his designee to negotiate and execute one or
more change orders to the contract with O’Grady Paving Inc. for related,
additional, but unforeseen work which may develop during the project, the
total value of which shall not exceed $190,115.
Background
Public Works Engineering Services Division manages construction contracts for
concrete repair, preventive maintenance, resurfacing and reconstruction of
various City streets on an annual basis. The candidate streets are surveyed
biannually by Public Works Engineering staff and then rated by a computerized
pavement maintenance management system (PMMS) and by the Metropolitan
Transportation Commissions’ (MTC) pavement analysis program. This contract is
the last of three contracts for the FY 2015 streets program.
All streets have been coordinated with the City’s Utilities Department and
Planning and Community Environment Department’s Transportation Division to
City of Palo Alto Page 2
minimize the cutting of newly resurfaced streets. Extensive public outreach will
be conducted before and during the construction phase to keep the community
informed throughout the process, including flyers sent to adjacent residences and
businesses and notices posted on Nextdoor and the City’s website. In addition,
staff will connect with Palo Alto Downtown Business and Profession Association,
neighborhood associations and other organizations and businesses as
appropriate.
Discussion
Project Description
Staff is recommending approval of this street resurfacing contract to be
implemented this fiscal year as part of an enhanced program to increase the
condition of Palo Alto’s streets. This project results from an increase in funding by
City Council specifically for the completion of the paving of Alma Street and
Middlefield Road by the end of FY 2017. The $1,901,151 expenditure for this
contract will be used to repave three lane miles of high-use City streets with
rubberized asphalt concrete. This will continue moving the City’s Pavement
Condition Index (PCI) towards the goal of a citywide average PCI of 85, with no
street below 60, by the end of FY 2019.
The portions of Alma Street and Middlefield Road being resurfaced in this
contract (all with rubberized asphalt) are shown in Attachment C. Additional
maps of the FY 2015 Street Maintenance Program and current 5-year plan for
street repaving are available on the Street Maintenance Program homepage
located at www.cityofpaloalto.org/streets.
Middlefield Road from the Menlo Park City limits to Lytton Avenue will be
reconstructed with continuous exposed curb and gutters. The majority of the
4,000 lineal feet of curbs and gutters being replaced on this project are on this
section of the project. All driveway aprons will be replaced as part of the gutter
installation and will be widened as needed. All corners will receive new curb
ramps that meet current ADA standards. The roadway will be milled to reduce the
steep cross slope that currently exists. This crown reduction will result in a flatter
roadway which will increase driver safety along this busy corridor.
Middlefield Road from Marion Avenue to Colorado Avenue will also receive new
rubberized asphalt pavement along with minor curb, gutter, sidewalk and curb
ramp replacements as needed.
Alma Street from Rinconada Avenue to Colorado Avenue will tie into the
rubberized paving project of Alma Street from San Antonio Road to Colorado
City of Palo Alto Page 3
Avenue which was completed in 2013. The removal and replacement of 20,000
square feet of damaged concrete road base is scheduled for this section of the
project. The project scope also includes the completion of needed curb ramp
improvements on the south side of the Alma Street/Oregon Expressway
interchange as well as new or upgraded curb ramps on all side streets intersecting
Alma Street within the project limits. Rinconada Avenue is the northern terminus
of this project due to the pending sewer main replacement project which begins
just north of Rinconada Avenue and continues to Forest Avenue.
Bid Process
On May 6, 2015, a notice inviting formal bids (IFB) for the Palo Alto FY 2015 Alma
Street and Middlefield Road Paving CIP project was posted at City Hall and was
sent to seventeen builder’s exchanges and fifteen contractors. The bidding period
was twenty calendar days. Bids were received from two contractors on May 26,
2015 as listed on the attached Bid Summary (Attachment B).
Summary of Bid Process
Bid Name/Number Palo Alto FY 2015 Alma Street and Middlefield
Road Paving Project
Proposed Length of Project 120 calendar days
Number of Bid Packages Sent
to Builder’s Exchanges 17
Number of Bid Packages Sent
to Contractors 15
Total Days to Respond to Bid 20
Pre-Bid Meeting? No
Number of Bids Received: 2
Bid Price Range
(base bid + add alt) $1,901,151 to $2,002,643.50
Bids ranged from a low bid of $1,901,151 to a high of $2,002,643.50 and from
21% to 27% above the engineer’s estimate of $1,572,000. Staff has reviewed all
bids submitted and recommends that the base bid and Add Alternate 1, totaling
$1,901,151, submitted by O’Grady Paving Inc. be accepted and that O’Grady
Paving Inc. be declared the lowest responsible bidder. The change order amount
of $190,115, which equals ten percent of the total contract, is requested for
related, additional, but unforeseen work which may develop during the project.
City of Palo Alto Page 4
Staff reviewed other similar projects performed by the lowest responsible bidder,
O’Grady Paving Inc., including projects performed for the City. There were no
significant complaints with their previous work. Staff also checked with the
Contractor's State License Board and found the contractor to have an active
license on file.
Staff believes the low number of bidders was due to the project’s construction
window being in the busy summer construction season. The project was
scheduled during the summer months because warmer conditions are needed to
place rubberized asphalt concrete. Through conversations with bidding
contractors staff learned that the higher than expected bid prices can be
attributed to the reduced work hours for arterial roadways (9:00 am – 4:00 pm),
contract requirements for milling and paving roads on Saturdays (additional labor
costs) and the relatively short 120 calendar days allowed to complete the contract
(ensuring favorable paving weather). Increased costs for these considerations
were not factored into staff’s engineer’s estimate for the project.
Staff will work to reduce these restrictions where possible in future projects on
Middlefield Road and Alma Street to finish the rehabilitation within the allocated
budget. In this case however, staff believes the increased expenditure is
acceptable, as it allows the City’s progress toward its citywide pavement
condition goal to remain on schedule and will repair these especially busy
sections of roadway with minimal inconvenience to the traveling public.
Resource Impact
Funding for the Palo Alto FY 2015 Alma Street and Middlefield Road Paving
Project is available in the Street Maintenance capital Project (PE-86070).
Policy Implications
This project is in conformance with the City of Palo Alto’s Comprehensive Plan
and does not represent any changes to existing City policies.
Environmental Review
Street resurfacing projects are categorically exempt from the California
Environmental Quality Act (CEQA) under Section 15301c of the CEQA Guidelines
as repair, maintenance and/or minor alteration of the existing facilities and no
further environmental review is necessary.
Attachments:
A - Contract (PDF)
City of Palo Alto Page 5
B - Bid Summary (PDF)
C - Project Map (PDF)
Invitation for Bid (IFB) Package 1 Rev. April 20, 2015
CONSTRUCTION CONTRACT
CONSTRUCTION CONTRACT
Contract No. C15159283
City of Palo Alto
FY 15 Alma Street and Middlefield Road Paving Project
Invitation for Bid (IFB) Package 2 Rev. April 20, 2015
CONSTRUCTION CONTRACT
CONSTRUCTION CONTRACT
TABLE OF CONTENTS
SECTION 1 INCORPORATION OF RECITALS AND DEFINITIONS…………………………………….…………..6
1.1 Recitals…………………………………………………………………………………………………………………….6
1.2 Definitions……………………………………………………………………………………………………………….6
SECTION 2 THE PROJECT………………………………………………………………………………………………………...6
SECTION 3 THE CONTRACT DOCUMENTS………………………………………………………………………………..7
3.1 List of Documents…………………………………………………………………………………………….........7
3.2 Order of Precedence……………………………………………………………………………………………......7
SECTION 4 CONTRACTOR’S DUTY…………………………………………………………………………………………..8
4.1 Contractor's Duties…………………………………………………………………………………………………..8
SECTION 5 PROJECT TEAM……………………………………………………………………………………………………..8
5.1 Contractor's Co‐operation………………………………………………………………………………………..8
SECTION 6 TIME OF COMPLETION…………………………………………………………………………………….......8
6.1 Time Is of Essence…………………………………………………………………………………………………….8
6.2 Commencement of Work…………………………………………………………………………………………8
6.3 Contract Time…………………………………………………………………………………………………………..8
6.4 Liquidated Damages…………………………………………………………………………………………………8
6.4.1 Other Remedies……………………………………………………………………………………………………..9
6.5 Adjustments to Contract Time………………………………………………………………………………….9
SECTION 7 COMPENSATION TO CONTRACTOR……………………………………………………………………….9
7.1 Contract Sum……………………………………………………………………………………………………………9
7.2 Full Compensation……………………………………………………………………………………………………9
SECTION 8 STANDARD OF CARE……………………………………………………………………………………………..9
8.1 Standard of Care…………………………………………………………………………………..…………………9
SECTION 9 INDEMNIFICATION…………………………………………………………………………………………..…10
9.1 Hold Harmless……………………………………………………………………………………………………….10
9.2 Survival…………………………………………………………………………………………………………………10
SECTION 10 NON‐DISCRIMINATION……..………………………………………………………………………………10
10.1 Municipal Code Requirement…………….………………………………..……………………………….10
SECTION 11 INSURANCE AND BONDS.…………………………………………………………………………………10
Invitation for Bid (IFB) Package 3 Rev. April 20, 2015
CONSTRUCTION CONTRACT
11.1 Evidence of Coverage…………………………………………………………………………………………..10
SECTION 12 PROHIBITION AGAINST RANSFERS………………………………………………………………….…11
12.1 Assignment………………………………………………………………………………………………………….11
12.2 Assignment by Law.………………………………………………………………………………………………11
SECTION 13 NOTICES …………………………………………………………………………………………………………….11
13.1 Method of Notice …………………………………………………………………………………………………11
13.2 Notice Recipents ………………………………………………………………………………………………….11
13.3 Change of Address……………………………………………………………………………………………….12
SECTION 14 DEFAULT…………………………………………………………………………………………………………...12
14.1 Notice of Default………………………………………………………………………………………………….12
14.2 Opportunity to Cure Default…………………………………………………………………………………12
SECTION 15 CITY'S RIGHTS AND REMEDIES…………………………………………………………………………..13
15.1 Remedies Upon Default……………………………………………………………………………………….13
15.1.1 Delete Certain Services…………………………………………………………………………………….13
15.1.2 Perform and Withhold……………………………………………………………………………………..13
15.1.3 Suspend The Construction Contract…………………………………………………………………13
15.1.4 Terminate the Construction Contract for Default………………………………………………13
15.1.5 Invoke the Performance Bond………………………………………………………………………….13
15.1.6 Additional Provisions……………………………………………………………………………………….13
15.2 Delays by Sureties……………………………………………………………………………………………….13
15.3 Damages to City…………………………………………………………………………………………………..14
15.3.1 For Contractor's Default…………………………………………………………………………………..14
15.3.2 Compensation for Losses…………………………………………………………………………………14
15.4 Suspension by City……………………………………………………………………………………………….14
15.4.1 Suspension for Convenience……………………………………………………………………………..14
15.4.2 Suspension for Cause………………………………………………………………………………………..14
15.5 Termination Without Cause…………………………………………………………………………………14
15.5.1 Compensation………………………………………………………………………………………………….15
15.5.2 Subcontractors………………………………………………………………………………………………..15
15.6 Contractor’s Duties Upon Termination………………………………………………………………...15
SECTION 16 CONTRACTOR'S RIGHTS AND REMEDIES……………………………………………………………16
16.1 Contractor’s Remedies……………………………………..………………………………..………………….16
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CONSTRUCTION CONTRACT
16.1.1 For Work Stoppage……………………………………………………………………………………………16
16.1.2 For City's Non‐Payment…………………………………………………………………………………….16
16.2 Damages to Contractor………………………………………………………………………………………..16
SECTION 17 ACCOUNTING RECORDS………………………………………………………………………………….…16
17.1 Financial Management and City Access………………………………………………………………..16
17.2 Compliance with City Requests…………………………………………………………………………….17
SECTION 18 INDEPENDENT PARTIES……………………………………………………………………………………..17
18.1 Status of Parties……………………………………………………………………………………………………17
SECTION 19 NUISANCE……………………………………………………………………………………………………….…17
19.1 Nuisance Prohibited……………………………………………………………………………………………..17
SECTION 20 PERMITS AND LICENSES…………………………………………………………………………………….17
20.1 Payment of Fees…………………………………………………………………………………………………..17
SECTION 21 WAIVER…………………………………………………………………………………………………………….17
21.1 Waiver………………………………………………………………………………………………………………….17
SECTION 22 GOVERNING LAW AND VENUE; COMPLIANCE WITH LAWS……………………………….18
22.1 Governing Law…………………………………………………………………………………………………….18
22.2 Compliance with Laws…………………………………………………………………………………………18
SECTION 23 COMPLETE AGREEMENT……………………………………………………………………………………18
23.1 Integration………………………………………………………………………………………………………….18
SECTION 24 SURVIVAL OF CONTRACT…………………………………………………………………………………..18
24.1 Survival of Provisions……………………………………………………………………………………………18
SECTION 25 PREVAILING WAGES………………………………………………………………………………………….18
SECTION 26 NON‐APPROPRIATION……………………………………………………………………………………….19
26.1 Appropriation………………………………………………………………………………………………………19
SECTION 27 AUTHORITY……………………………………………………………………………………………………….19
27.1 Representation of Parties…………………………………………………………………………………….19
SECTION 28 COUNTERPARTS………………………………………………………………………………………………..19
28.1 Multiple Counterparts………………………………………………………………………………………….19
SECTION 29 SEVERABILITY……………………………………………………………………………………………………19
29.1 Severability………………………………………………………………………………………………………….19
SECTION 30 STATUTORY AND REGULATORY REFERENCES …………………………………………………..19
30.1 Amendments of Laws…………………………………………………………………………………………..19
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CONSTRUCTION CONTRACT
SECTION 31 WORKERS’ COMPENSATION CERTIFICATION………………………………………………….….19
31.1 Workers Compensation…………………………………………………………………………………….19
SECTION 32 DIR REGISTRATION AND OTHER SB 854 REQUIREMENTS………………………………..…20
32.1 General Notice to Contractor…………………………………………………………………………….20
32.2 Labor Code section 1771.1(a)…………………………………………………………………………….20
32.3 DIR Registration Required…………………………………………………………………………………20
32.4 Posting of Job Site Notices…………………………………………………………………………………20
32.5 Payroll Records…………………………………………………………………………………………………20
Invitation for Bid (IFB) Package 6 Rev. April 20, 2015
CONSTRUCTION CONTRACT
CONSTRUCTION CONTRACT
THIS CONSTRUCTION CONTRACT entered into on 6/22/2015 (“Execution Date”) by and between the CITY
OF PALO ALTO, a California chartered municipal corporation ("City"), and O'GRADY PAVING INC.
("Contractor"), is made with reference to the following:
R E C I T A L S:
A. City is a municipal corporation duly organized and validly existing under the laws of the State of
California with the power to carry on its business as it is now being conducted under the statutes of the
State of California and the Charter of City.
B. Contractor is a California Corporation duly organized and in good standing in the State of
California, Contractor’s License Number201696. Contractor represents that it is duly licensed by the State
of California and has the background, knowledge, experience and expertise to perform the obligations set
forth in this Construction Contract.
C. On May 6, 2015, City issued an Invitation for Bids (IFB) to contractors for the Fy 15 Alma Street
And Middlefield Road Paving Project (“Project”). In response to the IFB, Contractor submitted a Bid.
D. City and Contractor desire to enter into this Construction Contract for the Project, and other
services as identified in the Contract Documents for the Project upon the following terms and conditions.
NOW THEREFORE, in consideration of the mutual promises and undertakings hereinafter set forth
and for other good and valuable consideration, the receipt and sufficiency of which are hereby
acknowledged, it is mutually agreed by and between the undersigned parties as follows:
SECTION 1 INCORPORATION OF RECITALS AND DEFINITIONS.
1.1 Recitals.
All of the recitals are incorporated herein by reference.
1.2 Definitions.
Capitalized terms shall have the meanings set forth in this Construction Contract and/or in the General
Conditions. If there is a conflict between the definitions in this Construction Contract and in the General
Conditions, the definitions in this Construction Contract shall prevail.
SECTION 2 THE PROJECT.
The Project is the FY 15 ALMA STREET AND MIDDLEFIELD ROAD PAVING
PROJECT Project, located at ALMA STREET AND MIDDLEFIELD ROAD, Palo Alto, CA.
("Project").
Invitation for Bid (IFB) Package 7 Rev. April 20, 2015
CONSTRUCTION CONTRACT
SECTION 3 THE CONTRACT DOCUMENTS.
3.1 List of Documents.
The Contract Documents (sometimes collectively referred to as “Agreement” or “Bid Documents”) consist
of the following documents which are on file with the Purchasing Division and are hereby incorporated by
reference.
1) Change Orders
2) Field Orders
3) Contract
4) Bidding Addenda
5) Special Provisions
6) General Conditions
7) Project Plans and Drawings
8) Technical Specifications
9) Instructions to Bidders
10) Invitation for Bids
11) Contractor's Bid/Non‐Collusion Affidavit
12) Reports listed in the Contract Documents
13) Public Works Department’s Standard Drawings and Specifications (most current version at
time of Bid)
14) Utilities Department’s Water, Gas, Wastewater, Electric Utilities Standards (most current
version at time of Bid)
15) City of Palo Alto Traffic Control Requirements
16) City of Palo Alto Truck Route Map and Regulations
17) Notice Inviting Pre‐Qualification Statements, Pre‐Qualification Statement, and Pre‐
Qualification Checklist (if applicable)
18) Performance and Payment Bonds
3.2 Order of Precedence.
For the purposes of construing, interpreting and resolving inconsistencies between and among the
provisions of this Contract, the Contract Documents shall have the order of precedence as set forth in the
preceding section. If a claimed inconsistency cannot be resolved through the order of precedence, the City
shall have the sole power to decide which document or provision shall govern as may be in the best
interests of the City.
Invitation for Bid (IFB) Package 8 Rev. April 20, 2015
CONSTRUCTION CONTRACT
SECTION 4 CONTRACTOR’S DUTY.
4.1 Contractor’s Duties
Contractor agrees to perform all of the Work required for the Project, as specified in the Contract
Documents, all of which are fully incorporated herein. Contractor shall provide, furnish, and supply all
things necessary and incidental for the timely performance and completion of the Work, including, but not
limited to, provision of all necessary labor, materials, equipment, transportation, and utilities, unless
otherwise specified in the Contract Documents. Contractor also agrees to use its best efforts to complete
the Work in a professional and expeditious manner and to meet or exceed the performance standards
required by the Contract Documents.
SECTION 5 PROJECT TEAM.
5.1 Contractor’s Co‐operation.
In addition to Contractor, City has retained, or may retain, consultants and contractors to provide
professional and technical consultation for the design and construction of the Project. The Contract
requires that Contractor operate efficiently, effectively and cooperatively with City as well as all other
members of the Project Team and other contractors retained by City to construct other portions of the
Project.
SECTION 6 TIME OF COMPLETION.
6.1 Time Is of Essence.
Time is of the essence with respect to all time limits set forth in the Contract Documents.
6.2 Commencement of Work.
Contractor shall commence the Work on the date specified in City’s Notice to Proceed.
6.3 Contract Time.
Work hereunder shall begin on the date specified on the City’s Notice to Proceed and shall be completed
not later than .
within One Hundred Twenty calendar days (120) after the commencement date
specified in City’s Notice to Proceed.
By executing this Construction Contract, Contractor expressly waives any claim for delayed early
completion.
6.4 Liquidated Damages.
Pursuant to Government Code Section 53069.85, if Contractor fails to achieve Substantial Completion of
the entire Work within the Contract Time, including any approved extensions thereto, City may assess
liquidated damages on a daily basis for each day of Unexcused Delay in achieving Substantial Completion,
based on the amount of five hundred dollars ($500) per day, or as otherwise specified in the Special
Provisions. Liquidated damages may also be separately assessed for failure to meet milestones specified
elsewhere in the Contract Documents, regardless of impact on the time for achieving Substantial
Completion. The assessment of liquidated damages is not a penalty but considered to be a reasonable
estimate of the amount of damages City will suffer by delay in completion of the Work. The City is entitled
to setoff the amount of liquidated damages assessed against any payments otherwise due to Contractor,
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CONSTRUCTION CONTRACT
including, but not limited to, setoff against release of retention. If the total amount of liquidated damages
assessed exceeds the amount of unreleased retention, City is entitled to recover the balance from
Contractor or its sureties. Occupancy or use of the Project in whole or in part prior to Substantial
Completion, shall not operate as a waiver of City’s right to assess liquidated damages.
6.4.1 Other Remedies. City is entitled to any and all available legal and equitable remedies City may
have where City’s Losses are caused by any reason other than Contractor’s failure to achieve Substantial
Completion of the entire Work within the Contract Time.
6.5 Adjustments to Contract Time.
The Contract Time may only be adjusted for time extensions approved by City and memorialized in a
Change Order approved in accordance with the requirements of the Contract Documents.
SECTION 7 COMPENSATION TO CONTRACTOR.
7.1 Contract Sum.
Contractor shall be compensated for satisfactory completion of the Work in compliance with the Contract
Documents the Contract Sum of One Million Nine Hundred One Thousdand One Hundred Fifty One Dollars
($1,901,151).
[This amount includes the Base Bid and Additive Alternates 1.]
7.2 Full Compensation.
The Contract Sum shall be full compensation to Contractor for all Work provided by Contractor
and, except as otherwise expressly permitted by the terms of the Contract Documents, shall cover all
Losses arising out of the nature of the Work or from the acts of the elements or any unforeseen difficulties
or obstructions which may arise or be encountered in performance of the Work until its Acceptance by
City, all risks connected with the Work, and any and all expenses incurred due to suspension or
discontinuance of the Work, except as expressly provided herein. The Contract Sum may only be adjusted
for Change Orders approved in accordance with the requirements of the Contract Documents.
SECTION 8 STANDARD OF CARE.
8.1 Standard of Care.
Contractor agrees that the Work shall be performed by qualified, experienced and well‐supervised
personnel. All services performed in connection with this Construction Contract shall be performed in a
manner consistent with the standard of care under California law applicable to those who specialize in
providing such services for projects of the type, scope and complexity of the Project.
Invitation for Bid (IFB) Package 10 Rev. April 20, 2015
CONSTRUCTION CONTRACT
SECTION 9 INDEMNIFICATION.
9.1 Hold Harmless.
To the fullest extent allowed by law, Contractor will defend, indemnify, and hold harmless City, its City
Council, boards and commissions, officers, agents, employees, representatives and volunteers (hereinafter
individually referred to as an “Indemnitee” and collectively referred to as "Indemnitees"), through legal
counsel acceptable to City, from and against any and liability, loss, damage, claims, expenses (including,
without limitation, attorney fees, expert witness fees, paralegal fees, and fees and costs of litigation or
arbitration) (collectively, “Liability”) of every nature arising out of or in connection with the acts or
omissions of Contractor, its employees, Subcontractors, representatives, or agents, in performing the Work
or its failure to comply with any of its obligations under the Contract, except such Liability caused by the
active negligence, sole negligence, or willful misconduct of an Indemnitee. Contractor shall pay City for any
costs City incurs to enforce this provision. Except as provided in Section 9.2 below, nothing in the Contract
Documents shall be construed to give rise to any implied right of indemnity in favor of Contractor against
City or any other Indemnitee.
Pursuant to Public Contract Code Section 9201, City shall timely notify Contractor upon receipt of
any third‐party claim relating to the Contract.
9.2 Survival.
The provisions of Section 9 shall survive the termination of this Construction Contract.
SECTION 10 NON‐DISCRIMINATION.
10.1 Municipal Code Requirement.
As set forth in Palo Alto Municipal Code section 2.30.510, Contractor certifies that in the performance of
this Agreement, it shall not discriminate in the employment of any person because of the race, skin color,
gender, age, religion, disability, national origin, ancestry, sexual orientation, housing status, marital status,
familial status, weight or height of such person. Contractor acknowledges that it has read and understands
the provisions of Section 2.30.510 of the Palo Alto Municipal Code relating to Nondiscrimination
Requirements and the penalties for violation thereof, and will comply with all requirements of Section
2.30.510 pertaining to nondiscrimination in employment.
SECTION 11 INSURANCE AND BONDS.
11.1 Evidence of coverage.
Within ten (10) business days following issuance of the Notice of Award, Contractor shall provide City with
evidence that it has obtained insurance and shall submit Performance and Payment Bonds satisfying all
requirements in Article 11 of the General Conditions.
Invitation for Bid (IFB) Package 11 Rev. April 20, 2015
CONSTRUCTION CONTRACT
SECTION 12 PROHIBITION AGAINST TRANSFERS.
12.1 Assignment.
City is entering into this Construction Contract in reliance upon the stated experience and qualifications of
the Contractor and its Subcontractors set forth in Contractor’s Bid. Accordingly, Contractor shall not
assign, hypothecate or transfer this Construction Contract or any interest therein directly or indirectly, by
operation of law or otherwise without the prior written consent of City. Any assignment, hypothecation or
transfer without said consent shall be null and void, and shall be deemed a substantial breach of contract
and grounds for default in addition to any other legal or equitable remedy available to the City.
12.2 Assignment by Law.
The sale, assignment, transfer or other disposition of any of the issued and outstanding capital stock of
Contractor or of any general partner or joint venturer or syndicate member of Contractor, if the Contractor
is a partnership or joint venture or syndicate or co‐tenancy shall result in changing the control of
Contractor, shall be construed as an assignment of this Construction Contract. Control means more than
fifty percent (50%) of the voting power of the corporation or other entity.
SECTION 13 NOTICES.
13.1 Method of Notice.
All notices, demands, requests or approvals to be given under this Construction Contract shall be given in
writing and shall be deemed served on the earlier of the following:
(i) On the date delivered if delivered personally;
(ii) On the third business day after the deposit thereof in the United States mail, postage prepaid, and
addressed as hereinafter provided;
(iii) On the date sent if sent by facsimile transmission;
(iv) On the date sent if delivered by electronic mail; or
(v) On the date it is accepted or rejected if sent by certified mail.
13.2 Notice to Recipients.
All notices, demands or requests (including, without limitation, Change Order Requests and Claims) from
Contractor to City shall include the Project name and the number of this Construction Contract and shall be
addressed to City at:
To City: City of Palo Alto
City Clerk
250 Hamilton Avenue
P.O. Box 10250
Palo Alto, CA 94303
Copy to: City of Palo Alto
Public Works Administration
250 Hamilton Avenue
Palo Alto, CA 94301
Attn: Holly Boyd
AND
[Include Construction Manager, If Applicable.]
Invitation for Bid (IFB) Package 12 Rev. April 20, 2015
CONSTRUCTION CONTRACT
City of Palo Alto
Utilities Engineering
250 Hamilton Avenue
Palo Alto, CA 94301
Attn:
In addition, copies of all Claims by Contractor under this Construction Contract shall be provided to the
following:
Palo Alto City Attorney’s Office
250 Hamilton Avenue
P.O. Box 10250
Palo Alto, California 94303
All Claims shall be delivered personally or sent by certified mail.
All notices, demands, requests or approvals from City to Contractor shall be addressed to:
O'grady Paving Inc.
2513 Wyandotte Street
Mountain View, Ca 94043
Attn: Craig Young
13.3 Change of Address.
In advance of any change of address, Contractor shall notify City of the change of address in writing. Each
party may, by written notice only, add, delete or replace any individuals to whom and addresses to which
notice shall be provided.
SECTION 14 DEFAULT.
14.1 Notice of Default.
In the event that City determines, in its sole discretion, that Contractor has failed or refused to perform any
of the obligations set forth in the Contract Documents, or is in breach of any provision of the Contract
Documents, City may give written notice of default to Contractor in the manner specified for the giving of
notices in the Construction Contract, with a copy to Contractor’s performance bond surety.
14.2 Opportunity to Cure Default.
Except for emergencies, Contractor shall cure any default in performance of its obligations under the
Contract Documents within two (2) Days (or such shorter time as City may reasonably require) after receipt
of written notice. However, if the breach cannot be reasonably cured within such time, Contractor will
commence to cure the breach within two (2) Days (or such shorter time as City may reasonably require)
and will diligently and continuously prosecute such cure to completion within a reasonable time, which
shall in no event be later than ten (10) Days after receipt of such written notice.
Invitation for Bid (IFB) Package 13 Rev. April 20, 2015
CONSTRUCTION CONTRACT
SECTION 15 CITY'S RIGHTS AND REMEDIES.
15.1 Remedies Upon Default.
If Contractor fails to cure any default of this Construction Contract within the time period set forth above
in Section 14, then City may pursue any remedies available under law or equity, including, without
limitation, the following:
15.1.1 Delete Certain Services. City may, without terminating the Construction Contract, delete
certain portions of the Work, reserving to itself all rights to Losses related thereto.
15.1.2 Perform and Withhold. City may, without terminating the Construction Contract, engage
others to perform the Work or portion of the Work that has not been adequately performed by
Contractor and withhold the cost thereof to City from future payments to Contractor, reserving to
itself all rights to Losses related thereto.
15.1.3 Suspend The Construction Contract. City may, without terminating the Construction
Contract and reserving to itself all rights to Losses related thereto, suspend all or any portion of
this Construction Contract for as long a period of time as City determines, in its sole discretion,
appropriate, in which event City shall have no obligation to adjust the Contract Sum or Contract
Time, and shall have no liability to Contractor for damages if City directs Contractor to resume
Work.
15.1.4 Terminate the Construction Contract for Default. City shall have the right to terminate
this Construction Contract, in whole or in part, upon the failure of Contractor to promptly cure
any default as required by Section 14. City’s election to terminate the Construction Contract for
default shall be communicated by giving Contractor a written notice of termination in the manner
specified for the giving of notices in the Construction Contract. Any notice of termination given to
Contractor by City shall be effective immediately, unless otherwise provided therein.
15.1.5 Invoke the Performance Bond. City may, with or without terminating the Construction
Contract and reserving to itself all rights to Losses related thereto, exercise its rights under the
Performance Bond.
15.1.6 Additional Provisions. All of City’s rights and remedies under this Construction Contract
are cumulative, and shall be in addition to those rights and remedies available in law or in equity.
Designation in the Contract Documents of certain breaches as material shall not waive the City’s
authority to designate other breaches as material nor limit City’s right to terminate the
Construction Contract, or prevent the City from terminating the Agreement for breaches that are
not material. City’s determination of whether there has been noncompliance with the
Construction Contract so as to warrant exercise by City of its rights and remedies for default under
the Construction Contract, shall be binding on all parties. No termination or action taken by City
after such termination shall prejudice any other rights or remedies of City provided by law or
equity or by the Contract Documents upon such termination; and City may proceed against
Contractor to recover all liquidated damages and Losses suffered by City.
15.2 Delays by Sureties.
Time being of the essence in the performance of the Work, if Contractor’s surety fails to arrange for
completion of the Work in accordance with the Performance Bond, within seven (7) calendar days from the
date of the notice of termination, Contractor’s surety shall be deemed to have waived its right to complete
the Work under the Contract, and City may immediately make arrangements for the completion of the
Work through use of its own forces, by hiring a replacement contractor, or by any other means that City
determines advisable under the circumstances. Contractor and its surety shall be jointly and severally
Invitation for Bid (IFB) Package 14 Rev. April 20, 2015
CONSTRUCTION CONTRACT
liable for any additional cost incurred by City to complete the Work following termination. In addition, City
shall have the right to use any materials, supplies, and equipment belonging to Contractor and located at
the Worksite for the purposes of completing the remaining Work.
15.3 Damages to City.
15.3.1 For Contractor's Default. City will be entitled to recovery of all Losses under law or
equity in the event of Contractor’s default under the Contract Documents.
15.3.2 Compensation for Losses. In the event that City's Losses arise from Contractor’s default
under the Contract Documents, City shall be entitled to deduct the cost of such Losses from
monies otherwise payable to Contractor. If the Losses incurred by City exceed the amount
payable, Contractor shall be liable to City for the difference and shall promptly remit same to City.
15.4 Suspension by City
15.4.1 Suspension for Convenience. City may, at any time and from time to time, without
cause, order Contractor, in writing, to suspend, delay, or interrupt the Work in whole or in part for
such period of time, up to an aggregate of fifty percent (50%) of the Contract Time. The order
shall be specifically identified as a Suspension Order by City. Upon receipt of a Suspension Order,
Contractor shall, at City’s expense, comply with the order and take all reasonable steps to
minimize costs allocable to the Work covered by the Suspension Order. During the Suspension or
extension of the Suspension, if any, City shall either cancel the Suspension Order or, by Change
Order, delete the Work covered by the Suspension Order. If a Suspension Order is canceled or
expires, Contractor shall resume and continue with the Work. A Change Order will be issued to
cover any adjustments of the Contract Sum or the Contract Time necessarily caused by such
suspension. A Suspension Order shall not be the exclusive method for City to stop the Work.
15.4.2 Suspension for Cause. In addition to all other remedies available to City, if Contractor
fails to perform or correct work in accordance with the Contract Documents, City may
immediately order the Work, or any portion thereof, suspended until the cause for the suspension
has been eliminated to City’s satisfaction. Contractor shall not be entitled to an increase in
Contract Time or Contract Price for a suspension occasioned by Contractor’s failure to comply
with the Contract Documents. City’s right to suspend the Work shall not give rise to a duty to
suspend the Work, and City’s failure to suspend the Work shall not constitute a defense to
Contractor’s failure to comply with the requirements of the Contract Documents.
15.5 Termination Without Cause.
City may, at its sole discretion and without cause, terminate this Construction Contract in part or in whole
upon written notice to Contractor. Upon receipt of such notice, Contractor shall, at City’s expense, comply
with the notice and take all reasonable steps to minimize costs to close out and demobilize. The
compensation allowed under this Paragraph 15.5 shall be the Contractor’s sole and exclusive
compensation for such termination and Contractor waives any claim for other compensation or Losses,
including, but not limited to, loss of anticipated profits, loss of revenue, lost opportunity, or other
consequential, direct, indirect or incidental damages of any kind resulting from termination without cause.
Termination pursuant to this provision does not relieve Contractor or its sureties from any of their
obligations for Losses arising from or related to the Work performed by Contractor.
Invitation for Bid (IFB) Package 15 Rev. April 20, 2015
CONSTRUCTION CONTRACT
15.5.1 Compensation. Following such termination and within forty‐five (45) Days after receipt
of a billing from Contractor seeking payment of sums authorized by this Paragraph 15.5.1, City
shall pay the following to Contractor as Contractor’s sole compensation for performance of the
Work :
.1 For Work Performed. The amount of the Contract Sum allocable to the portion of the
Work properly performed by Contractor as of the date of termination, less sums previously paid to
Contractor.
.2 For Close‐out Costs. Reasonable costs of Contractor and its Subcontractors:
(i) Demobilizing and
(ii) Administering the close‐out of its participation in the Project (including, without
limitation, all billing and accounting functions, not including attorney or expert fees) for a
period of no longer than thirty (30) Days after receipt of the notice of termination.
.3 For Fabricated Items. Previously unpaid cost of any items delivered to the Project Site
which were fabricated for subsequent incorporation in the Work.
.4 Profit Allowance. An allowance for profit calculated as four percent (4%) of the sum of
the above items, provided Contractor can prove a likelihood that it would have made a profit if
the Construction Contract had not been terminated.
15.5.2 Subcontractors. Contractor shall include provisions in all of its subcontracts, purchase
orders and other contracts permitting termination for convenience by Contractor on terms that
are consistent with this Construction Contract and that afford no greater rights of recovery against
Contractor than are afforded to Contractor against City under this Section.
15.6 Contractor’s Duties Upon Termination.
Upon receipt of a notice of termination for default or for convenience, Contractor shall, unless the notice
directs otherwise, do the following:
(i) Immediately discontinue the Work to the extent specified in the notice;
(ii) Place no further orders or subcontracts for materials, equipment, services or facilities,
except as may be necessary for completion of such portion of the Work that is not
discontinued;
(iii) Provide to City a description in writing, no later than fifteen (15) days after receipt of the
notice of termination, of all subcontracts, purchase orders and contracts that are
outstanding, including, without limitation, the terms of the original price, any changes,
payments, balance owing, the status of the portion of the Work covered and a copy of
the subcontract, purchase order or contract and any written changes, amendments or
modifications thereto, together with such other information as City may determine
necessary in order to decide whether to accept assignment of or request Contractor to
terminate the subcontract, purchase order or contract;
(iv) Promptly assign to City those subcontracts, purchase orders or contracts, or portions
thereof, that City elects to accept by assignment and cancel, on the most favorable terms
reasonably possible, all subcontracts, purchase orders or contracts, or portions thereof,
that City does not elect to accept by assignment; and
(v) Thereafter do only such Work as may be necessary to preserve and protect Work already
in progress and to protect materials, plants, and equipment on the Project Site or in
transit thereto.
Upon termination, whether for cause or for convenience, the provisions of the Contract
Documents remain in effect as to any Claim, indemnity obligation, warranties, guarantees,
Invitation for Bid (IFB) Package 16 Rev. April 20, 2015
CONSTRUCTION CONTRACT
submittals of as‐built drawings, instructions, or manuals, or other such rights and obligations
arising prior to the termination date.
SECTION 16 CONTRACTOR'S RIGHTS AND REMEDIES.
16.1 Contractor’s Remedies.
Contractor may terminate this Construction Contract only upon the occurrence of one of the following:
16.1.1 For Work Stoppage. The Work is stopped for sixty (60) consecutive Days, through no act
or fault of Contractor, any Subcontractor, or any employee or agent of Contractor or any
Subcontractor, due to issuance of an order of a court or other public authority other than City
having jurisdiction or due to an act of government, such as a declaration of a national emergency
making material unavailable. This provision shall not apply to any work stoppage resulting from
the City’s issuance of a suspension notice issued either for cause or for convenience.
16.1.2 For City's Non‐Payment. If City does not make pay Contractor undisputed sums within
ninety (90) Days after receipt of notice from Contractor, Contractor may terminate the
Construction Contract (30) days following a second notice to City of Contractor’s intention to
terminate the Construction Contract.
16.2 Damages to Contractor.
In the event of termination for cause by Contractor, City shall pay Contractor the sums provided for in
Paragraph 15.5.1 above. Contractor agrees to accept such sums as its sole and exclusive compensation
and agrees to waive any claim for other compensation or Losses, including, but not limited to, loss of
anticipated profits, loss of revenue, lost opportunity, or other consequential, direct, indirect and incidental
damages, of any kind.
SECTION 17 ACCOUNTING RECORDS.
17.1 Financial Management and City Access.
Contractor shall keep full and detailed accounts and exercise such controls as may be necessary for proper
financial management under this Construction Contract in accordance with generally accepted accounting
principles and practices. City and City's accountants during normal business hours, may inspect, audit and
copy Contractor's records, books, estimates, take‐offs, cost reports, ledgers, schedules, correspondence,
instructions, drawings, receipts, subcontracts, purchase orders, vouchers, memoranda and other data
relating to this Project. Contractor shall retain these documents for a period of three (3) years after the
later of (i) Final Payment or (ii) final resolution of all Contract Disputes and other disputes, or (iii) for such
longer period as may be required by law.
Invitation for Bid (IFB) Package 17 Rev. April 20, 2015
CONSTRUCTION CONTRACT
17.2 Compliance with City Requests.
Contractor's compliance with any request by City pursuant to this Section 17 shall be a condition precedent
to filing or maintenance of any legal action or proceeding by Contractor against City and to Contractor's
right to receive further payments under the Contract Documents. City many enforce Contractor’s
obligation to provide access to City of its business and other records referred to in Section 17.1 for
inspection or copying by issuance of a writ or a provisional or permanent mandatory injunction by a court
of competent jurisdiction based on affidavits submitted to such court, without the necessity of oral
testimony.
SECTION 18 INDEPENDENT PARTIES.
18.1 Status of parties.
Each party is acting in its independent capacity and not as agents, employees, partners, or joint ventures’
of the other party. City, its officers or employees shall have no control over the conduct of Contractor or
its respective agents, employees, subconsultants, or subcontractors, except as herein set forth.
SECTION 19 NUISANCE.
19.1 Nuisance Prohibited.
Contractor shall not maintain, commit, nor permit the maintenance or commission of any nuisance in
connection in the performance of services under this Construction Contract.
SECTION 20 PERMITS AND LICENSES.
20.1 Payment of Fees.
Except as otherwise provided in the Special Provisions and Technical Specifications, The Contractor shall
provide, procure and pay for all licenses, permits, and fees, required by the City or other government
jurisdictions or agencies necessary to carry out and complete the Work. Payment of all costs and expenses
for such licenses, permits, and fees shall be included in one or more Bid items. No other compensation
shall be paid to the Contractor for these items or for delays caused by non‐City inspectors or conditions set
forth in the licenses or permits issued by other agencies.
SECTION 21 WAIVER.
21.1 Waiver.
A waiver by either party of any breach of any term, covenant, or condition contained herein shall not be
deemed to be a waiver of any subsequent breach of the same or any other term, covenant, or condition
contained herein, whether of the same or a different character.
Invitation for Bid (IFB) Package 18 Rev. April 20, 2015
CONSTRUCTION CONTRACT
SECTION 22 GOVERNING LAW AND VENUE; COMPLIANCE WITH LAWS.
22.1 Governing Law.
This Construction Contract shall be construed in accordance with and governed by the laws of the State of
California, and venue shall be in a court of competent jurisdiction in the County of Santa Clara, and no
other place.
22.2 Compliance with Laws.
Contractor shall comply with all applicable federal and California laws and city laws, including, without
limitation, ordinances and resolutions, in the performance of work under this Construction Contract.
SECTION 23 COMPLETE AGREEMENT.
23.1 Integration.
This Agreement represents the entire and integrated agreement between the parties and supersedes all
prior negotiations, representations, and contracts, either written or oral. This Agreement may be amended
only by a written instrument, which is signed by the parties.
SECTION 24 SURVIVAL OF CONTRACT.
24.1 Survival of Provisions.
The provisions of the Construction Contract which by their nature survive termination of the Construction
Contract or Final Completion, including, without limitation, all warranties, indemnities, payment
obligations, and City’s right to audit Contractor’s books and records, shall remain in full force and effect
after Final Completion or any termination of the Construction Contract.
SECTION 25 PREVAILING WAGES.
This Project is not subject to prevailing wages. Contractor is not required to pay prevailing wages in the
performance and implementation of the Project in accordance with SB 7, if the public works contract does
not include a project of $25,000 or less, when the project is for construction work, or the contract does not
include a project of $15,000 or less, when the project is for alteration, demolition, repair, or maintenance
(collectively, ‘improvement’) work.
Or
Contractor is required to pay general prevailing wages as defined in Subchapter 3, Title 8 of the
California Code of Regulations and Section 16000 et seq. and Section 1773.1 of the California Labor Code.
Pursuant to the provisions of Section 1773 of the Labor Code of the State of California, the City Council has
obtained the general prevailing rate of per diem wages and the general rate for holiday and overtime work
in this locality for each craft, classification, or type of worker needed to execute the contract for this
Project from the Director of the Department of Industrial Relations (“DIR”). Copies of these rates may be
obtained at the Purchasing Division’s office of the City of Palo Alto. Contractor shall provide a copy of
prevailing wage rates to any staff or subcontractor hired, and shall pay the adopted prevailing wage rates
as a minimum. Contractor shall comply with the provisions of all sections, including, but not limited to,
Sections 1775, 1776, 1777.5, 1782, 1810, and 1813, of the Labor Code pertaining to prevailing wages.
Invitation for Bid (IFB) Package 19 Rev. April 20, 2015
CONSTRUCTION CONTRACT
SECTION 26 NON‐APPROPRIATION.
26.1 Appropriations.
This Agreement is subject to the fiscal provisions of the Charter of the City of Palo Alto and the Palo Alto
Municipal Code. This Agreement will terminate without any penalty (a) at the end of any fiscal year in the
event that the City does not appropriate funds for the following fiscal year for this event, or (b) at any time
within a fiscal year in the event that funds are only appropriated for a portion of the fiscal year and funds
for this Construction Contract are no longer available. This section shall take precedence in the event of a
conflict with any other covenant, term, condition, or provision of this Agreement.
SECTION 27 AUTHORITY.
27.1 Representation of Parties.
The individuals executing this Agreement represent and warrant that they have the legal capacity and
authority to do so on behalf of their respective legal entities.
SECTION 28 COUNTERPARTS
28.1 Multiple Counterparts.
This Agreement may be signed in multiple counterparts, which shall, when executed by all the parties,
constitute a single binding agreement.
SECTION 29 SEVERABILITY.
29.1 Severability.
In case a provision of this Construction Contract is held to be invalid, illegal or unenforceable, the validity,
legality and enforceability of the remaining provisions shall not be affected.
SECTION 30 STATUTORY AND REGULATORY REFERENCES.
30.1 Amendments to Laws.
With respect to any amendments to any statutes or regulations referenced in these Contract Documents,
the reference is deemed to be the version in effect on the date that the Contract was awarded by City,
unless otherwise required by law.
SECTION 31 WORKERS’ COMPENSATION CERTIFICATION.
31.1 Workers Compensation.
Pursuant to Labor Code Section 1861, by signing this Contract, Contractor certifies as follows:
“I am aware of the provisions of Section 3700 of the Labor Code which require every employer to be
insured against liability for workers’ compensation or to undertake self‐insurance in accordance with the
provisions of that code, and I will comply with such provisions before commencing the performance of the
Work on this Contract.”
Invitation for Bid (IFB) Package 20 Rev. April 20, 2015
CONSTRUCTION CONTRACT
SECTION 32 DIR REGISTRATION AND OTHER SB 854 REQUIREMENTS.
32.1 General Notice to Contractor.
City requires Contractor and its listed subcontractors to comply with the requirements of SB 854.
32.2 Labor Code section 1771.1(a)
City provides notice to Contractor of the requirements of California Labor Code section 1771.1(a), which
reads:
“A contractor or subcontractor shall not be qualified to bid on, be listed in a bid proposal, subject to the
requirements of Section 4104 of the Public Contract Code, or engage in the performance of any contract
for public work, as defined in this chapter, unless currently registered and qualified to perform public work
pursuant to Section 1725.5. It is not a violation of this section for an unregistered contractor to submit a
bid that is authorized by Section 7029.1 of the Business and Professions Code or Section 10164 or 20103.5
of the Public Contract Code, provided the contactor is registered to perform public work pursuant to
Section 1725.5 at the time the contract is awarded.”
32.3 DIR Registration Required.
City will not accept a bid proposal from or enter into this Construction Contract with Contractor without
proof that Contractor and its listed subcontractors are registered with the California Department of
Industrial Relations (“DIR”) to perform public work, subject to limited exceptions.
32.4 Posting of Job Site Notices.
City gives notice to Contractor and its listed subcontractors that Contractor is required to post all job site
notices prescribed by law or regulation and Contractor is subject to SB 854‐compliance monitoring and
enforcement by DIR.
32.5 Payroll Records.
City requires Contractor and its listed subcontractors to comply with the requirements of Labor Code
section 1776, including:
(i) Keep accurate payroll records, showing the name, address, social security
number, work classification, straight time and overtime hours worked each day
and week, and the actual per diem wages paid to each journeyman, apprentice,
worker, or other employee employed by, respectively, Contractor and its listed
subcontractors, in connection with the Project.
(ii) The payroll records shall be verified as true and correct and shall be certified
and made available for inspection at all reasonable hours at the principal office
of Contractor and its listed subcontractors, respectively.
(iii) At the request of City, acting by its project manager, Contractor and its listed
subcontractors shall make the certified payroll records available for inspection
or furnished upon request to the project manager within ten (10) days of receipt
of City’s request. City requests Contractor and its listed subcontractors to
submit the certified payroll records at the end of each week during the Project.
Invitation for Bid (IFB) Package 21 Rev. April 20, 2015
CONSTRUCTION CONTRACT
(iv) If the certified payroll records are not produced to the project manager within
the 10‐day period, then Contractor and its listed subcontractors shall be subject
to a penalty of one hundred dollars ($100.00) per calendar day, or portion
thereof, for each worker, and City shall withhold the sum total of penalties from
the progress payment(s) then due and payable to Contractor. This provision
supplements the provisions of Section 15 hereof.
(v) Inform the project manager of the location of contractor’s and its listed
subcontractors’ payroll records (street address, city and county) at the
commencement of the Project, and also provide notice to the project manager
within five (5) business days of any change of location of those payroll records.
IN WITNESS WHEREOF, the parties have caused this Construction Contract to be executed the
date and year first above written.
CITY OF PALO ALTO
____________________________
Purchasing Manager
City Manager
APPROVED AS TO FORM:
____________________________
Senior Asst. City Attorney
APPROVED:
____________________________
Public Works Director
CONTRACTOR
By:___________________________
Name:________________________
Title:__________________________
Date: _________________________
ATTACHMENT B
BID SUMMARY
ALMA STREET AND MIDDLEFIELD ROAD PAVING PROJECT
UNIT COST TOTAL COST UNIT COST TOTAL COST UNIT COST TOTAL COST
1 Asphalt Overlay: 3,514 TON $ 100.00 351,400.00$ $ 106.00 372,484.00$ $ 100.00 351,400.00$
2 PCC Base Repair:20,000 SF $ 12.00 240,000.00$ $ 13.50 270,000.00$ $ 21.00 420,000.00$
3 AC Conform 20600 SF $ 3.00 61,800.00$ $ 3.11 64,066.00$ $ 1.00 20,600.00$
4 AC Milling: 256,000 SF $ 0.45 115,200.00$ $ 0.55 140,800.00$ $ 0.46 117,760.00$
5 Traffic Loops:20 EA $ 500.00 10,000.00$ $ 270.00 5,400.00$ $ 300.00 6,000.00$
6 Reset Utility Box:87 EA $ 450.00 39,150.00$ $ 380.00 33,060.00$ $ 800.00 69,600.00$
7 Reset Manhole:23 EA $ 650.00 14,950.00$ $ 575.00 13,225.00$ $ 900.00 20,700.00$
8 New Manhole 1 EA $ 5,000.00 5,000.00$ $ 950.00 950.00$ $ 5,000.00 5,000.00$
9 Type A Curb and Gutter, 1’ Buried Pan:1540 LF $ 34.00 52,360.00$ $ 73.00 112,420.00$ $ 42.00 64,680.00$
10 Type A Curb and Gutter, 2’ Pan:590 LF $ 57.00 33,630.00$ $ 85.00 50,150.00$ $ 60.00 35,400.00$
11 Concrete Driveway:4,200 SF $ 9.50 39,900.00$ $ 12.50 52,500.00$ $ 16.00 67,200.00$
12 Concrete Sidewalk:7,200 SF $ 8.00 57,600.00$ $ 10.65 76,680.00$ $ 13.00 93,600.00$
13 Brick Work/Specialty Finishes:450 SF $ 15.00 6,750.00$ $ 20.00 9,000.00$ $ 25.00 11,250.00$
14 Demo Concrete/Asphalt:800 SF $ 8.00 6,400.00$ $ 8.00 6,400.00$ $ 6.00 4,800.00$
15 Curb Ramp:30 EA $ 1,850.00 55,500.00$ $ 3,800.00 114,000.00$ $ 3,700.00 111,000.00$
16 ADA Dome Upgrade:10 EA $ 525.00 5,250.00$ $ 400.00 4,000.00$ $ 500.00 5,000.00$
17 Reset Catch Basin:13 EA $ 1,050.00 13,650.00$ $ 1,800.00 23,400.00$ $ 2,000.00 26,000.00$
18 Recycling of Inert Solid Materials:9,500 TON $ 4.00 38,000.00$ $ 3.00 28,500.00$ $ 3.00 28,500.00$
19 New catch basins 2 EA $ 1,850.00 3,700.00$ $ 2,500.00 5,000.00$ $ 3,500.00 7,000.00$
20 Blue Pavement Markers:15 EA $ 26.00 390.00$ $ 10.00 150.00$ $ 11.00 165.00$
21 Curb Paint:450 LF $ 4.00 1,800.00$ $ 1.50 675.00$ $ 2.00 900.00$
22 Thermo Striping, Caltrans Detail 8:8,000 LF $ 1.00 8,000.00$ $ 0.65 5,200.00$ $ 0.40 3,200.00$
23 Thermo Striping, Caltrans Detail 10:2,200 LF $ 1.00 2,200.00$ $ 0.75 1,650.00$ $ 0.50 1,100.00$
24 Thermo Striping, Caltrans Detail 22:4900 LF $ 2.00 9,800.00$ $ 1.65 8,085.00$ $ 1.00 4,900.00$
25 Thermo Striping, Caltrans Detail 33:1100 LF $ 2.00 2,200.00$ $ 3.25 3,575.00$ $ 2.50 2,750.00$
26 Thermo Striping, Caltrans Detail 38A:550 LF $ 1.00 550.00$ $ 1.75 962.50$ $ 1.00 550.00$
27 Thermo Striping, 12" White:1550 LF $ 4.00 6,200.00$ $ 3.50 5,425.00$ $ 3.00 4,650.00$
28 Thermoplastic Paving Legends:84 EA $ 32.00 2,688.00$ $ 35.00 2,940.00$ $ 60.00 5,040.00$
29 Traffic Control:1 LS $ 126,000.00 126,000.00$ $ 156,000.00 156,000.00$ $ 75,000.00 75,000.00$
30 Tree Trimming:50 HRS $ 310.00 15,500.00$ $ 199.00 9,950.00$ $ 225.00 11,250.00$
31 Notices:1 LS $ 13,000.00 13,000.00$ $ 2,000.00 2,000.00$ $ 15,000.00 15,000.00$
32 Planter Area Conform:1 LS $ 2,500.00 2,500.00$ $ 12,000.00 12,000.00$ $ 2,000.00 2,000.00$
33 Misc. Transportation Improvements:1 LS $ 25,000.00 25,000.00$ $ 25,000.00 25,000.00$ $ 25,000.00 25,000.00$
34 Utility Tie Out Drawings:1 LS $ 2,000.00 2,000.00$ $ 1,500.00 1,500.00$ $ 2,000.00 2,000.00$
35 Type A vertical curb with 1' exposed gutter pan 2,200 LF $ 45.00 99,000.00$ $ 73.00 160,600.00$ $ 42.00 92,400.00$
1,467,068.00$ 1,777,747.50$ 1,711,395.00$
UNIT COST TOTAL COST UNIT COST TOTAL COST UNIT COST TOTAL COST
1 Rubberized Asphalt Concrete, additional cost only 3514 TON $ 30.00 105,420.00$ $ 64.00 224,896.00$ $ 54.00 189,756.00$
105,420.00$ 224,896.00$ 189,756.00$
GRAND TOTAL 1,572,488.00$ GRAND TOTAL 2,002,643.50$ GRAND TOTAL 1,901,151.00$
21%
Base Bid Total (Items 001 through 035)
GRAND TOTAL OVER 27%
BID
ITEM DESCRIPTION APPROX. QTY UNIT
ENGINEER'S ESTIMATE
Add Alt Bid Total (Items 001)
ENGINEER'S ESTIMATE
ADD ALT # 1
BID
ITEM DESCRIPTION APPROX. QTY UNIT
ENGINEER'S ESTIMATE
O'GRADY PAVING INC
O'GRADY PAVING INCCF ARCHIBALD
CF ARCHIBALD
CF ARCHIBALD
O'GRADY PAVING INC
City of Palo Alto (ID # 5865)
City Council Staff Report
Report Type: Consent Calendar Meeting Date: 6/22/2015
City of Palo Alto Page 1
Summary Title: Limited Hourly Sick Time
Title: Adoption of a Resolution Amending the 2014-2017 Limited Hourly
Employee Compensation Plan to Implement Sick Leave Accrual
From: City Manager
Lead Department: Human Resources
Recommended Motion
Staff recommends that Council consider the following motion: Adopt a resolution
amending the Limited Hourly Summary of Compensation Plan to add sick leave accrual.
Recommendation
Staff recommends that Council adopt a resolution amending the Limited Hourly
Summary of Compensation Plan to add sick leave accrual.
Executive Summary
Effective July 1, 2015 A.B. 1522 will go into effect requiring all California employers to
provide accrued sick leave to all employees (including part time), at the rate of one (1)
hour of sick leave for every 30 hours worked. Although Palo Alto as a Charter City is
likely not subject to this legislation, staff recommends implementing a paid sick leave
benefit for the Limited Hourly employees who currently do not have this benefit.
Background
The City of Palo Alto has two hourly employee groups: SEIU Hourly and Limited Hourly.
The SEIU Hourly employees work no more than 1,000 hours per year in occupations
such as library pages, stock clerks, staff specialists and lifeguards. They are covered by
a Memorandum of Agreement expiring June 30, 2017 that includes paid sick leave
accrual. The Limited Hourly employees, who are in similar occupations but work no
more than 416 hours per year, are covered by a compensation plan that outlines terms
and conditions of employment; however, it does not include paid sick leave. All other
employees of the City are covered under Collective Bargaining Agreements or a benefits
resolution that meet or exceed the minimum requirements for A.B. 1522 paid sick leave.
Discussion
City of Palo Alto Page 2
Assembly Bill 1522 (A.B. 1522), which enacted the Healthy Workplaces, Healthy
Families Act of 2014, provides paid sick leave for all employees of General Law cities to
be accrued at a rate of no less than one hour for every 30 hours worked. Under A.B.
1522, an employee is entitled to use accrued sick leave beginning on the 90th day of
employment, and an employer may limit an employee’s use of paid sick leave to 24
hours in each year of employment.
The City Attorney has advised that, as a charter city, the City of Palo Alto is likely not
subject to this State mandate. Generally, charter cities have plenary authority over
matters of employee compensation (Dimon v. County of Los Angeles (2008) 166
Cal.App.4th 1276). However, in the interest of parity, staff recommends extending this
benefit to the Limited Hourly group.
Staff recommends the City Council provide a paid sick leave benefit consistent with the
sick leave benefit provided to SEIU Hourly employees, where use is limited to cases of
actual personal sickness or for the care of an immediate family member, including a
registered domestic partner, or disability, medical or dental treatment, and where a
maximum of 15 hours per year of sick leave may be used to care for family members,
including a registered domestic partner. The recommendation to extend sick leave
accrual to the Limited Hourly unrepresented group creates parity in sick leave between
the two hourly groups and implements the spirit of the new legislation.
Implementation of accrued sick leave requires amendments to City of Palo Alto Limited
Hourly Employee Compensation Plan, Section IV. “SPECIAL COMPENSATION.”
Timeline
The implementation of accrued sick leave for Limited Hourly employees would
commence July 1, 2015.
Resource Impact
No impact to the budget is anticipated as a result of granting sick leave to the Limited
Hourly employees. Similar to full-time and SEIU Hourly positions, the salary costs for
Limited Hourly positions are budgeted based on the total hours estimated to be needed
to complete the project/workload assigned to the positions. Since an hour of sick leave
counts towards a Limited Hourly employee’s total number of approved hours, from a
budgetary perspective, an hour of time worked costs the same as an hour of time for
an employee on sick leave as long as the total number of work hours and sick hours do
not exceed the total number of hours budgeted for the position. However, if Limited
Hourly employees take sick leave, the assigned work would have to be covered by
another employee or delayed.
Environmental Review
Adoption of the attached resolution is not a project for purposes of the California
Environmental Quality Act and therefore no environmental review is required.
City of Palo Alto Page 3
Attachments:
Attachment3.a: Exhibit 1 - Lmtd Hrly Comp Plan 2015-Sick Leave Redline (PDF)
Attachment3.b: RESO Amending Limited Hourly Comp Plan 2014-2017 (DOC)
Compensation Plan
City of Palo Alto
Limited Hourly Employees
Effective Pay Period Including
August 11, 2014_________-June 30, 2017
City of Palo Alto
Limited Hourly Employee Compensation Plan 2014-2017
COMPENSATION PLAN
CITY OF PALO ALTO
Limited Hourly Employees
SECTION I. DEFINITIONS
At-Will Employment: Employee or Employer may terminate employment at any time with or
without notice or cause.
Limited Hourly Employee: An “At-Will” employee working full time or part time on a temporary
basis (Intermittent), employees who work on an on-call basis or an employee working hours up to
six consecutive months in support of a specified seasonal program such as summer camps or
Internships (Seasonal). Limited Hourly Employees work less than 1000 hours per fiscal year unless
otherwise authorized as provided in Section V of this Plan.
PERS-Retiree: An individual that has retired from the Public Service System and returns to work on
an intermittent or seasonal basis in a Limited Hourly classification not to exceed 960 hours within a
fiscal year. Hiring of PERS retirees and work assignments for such employees must comply with
PERS rules and regulations for such employment.
Intern: An individual who has earned or completed course work toward an Associate Bachelor’s or
Master’s Degree and offers his or her services for a limited and specific period of time in exchange
for gaining actual work experience. Internships may be paid or unpaid depending on the
assignment and budget of the requesting department. Summer internships typically consist of 6-12
week assignments between June and September. Assignments for interns working during the
school year may be for the entire duration of a course or semester.
PERS-Exempt Employee: An employee working full-time or part-time with no established career
path or promotional ladder and the position is funded through capital improvement, one time
projects or temporary accounts. Employment is expected to end at the conclusion of the project
and at no time shall employment exceed five consecutive years. PERS exempt designation is
subject to Human Resources Department approval.
SECTION II. EMPLOYMENT REQUIREMENTS AND DOCUMENTATION
All hourly appointments require preauthorization and approvals by designated Management
personnel. No limited hourly or seasonal employee shall be assigned to regular employment
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City of Palo Alto
Limited Hourly Employee Compensation Plan 2014-2017
for the duration of the hourly assignment.
Release of Information
The City will only release information to creditors or other persons upon prior identification of
the inquirer and acceptable reasons for the inquiry. Information given from personnel files is
limited to verification of employment, length of employment and verification and disclosure of
salary range information unless otherwise required by law.
SECTION III. SALARY AND CLASSIFICATIONS
It is the intent of the City of Palo Alto to compensate Limited Hourly Employees at a rate of pay
similar to that of regular employees performing like work.
Classifications
Limited Hourly Employees are to be hired within the classifications framework, as presented in the
Attachment A, that is closest to a corresponding regular classification in both level of work
performed and rate of pay. This compensation plan applies only to Limited Hourly Employees not
those included in the SEIU Hourly Unit.
In the event a Limited Hourly Employee is required to assume duties significantly above or below
the level of those originally required when first hired, for a period of more than one pay period,
the employee is to be reclassified into a new classification and into a higher or lower pay rate that
most adequately corresponds to the new duties.
SECTION IV. SPECIAL COMPENSATION
A. Holiday Pay
Limited Hourly Employees are eligible to receive holiday pay only when they work 80 or
more hours during the pay period in which the holidays fall. Number of hours of holiday
pay is determined by the number of hours regularly scheduled on the day on which the
holiday falls (i.e. 8, 9, 10).
B. Paid Leaves
Limited Hourly Employees are not eligible for any paid leaves beyond those required by
law.
Other Leaves
Limited Hourly Employees may be granted unpaid leaves of absence in cases of personal
emergency, or when such absences would not be contrary to the best interest of the City
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City of Palo Alto
Limited Hourly Employee Compensation Plan 2014-2017
and comply with City policies and procedures.
Family leave will be granted in accordance with applicable State and Federal laws.
Time off with pay to vote in any general or direct primary election shall be requested by
the employee and granted by the City as provided in the State of California Elections Code.
C. Overtime Pay
Unless designated by the Director of Human Resources as exempt from the provisions of
the Fair Labor Standards Act, all classifications of hourly employees are eligible for
overtime pay at time and one-half when required to work more than 40 hours in a week
(for example: 8 hours/five day week; 9 hours/four and one-half day week or other pre-
determined and pre-approved work schedule) or on an official City holiday.
D. Sick Leave
The City shall provide each employee with paid sick leave, accrued at a rate of one hour
per thirty hours worked. There will be no pay out of sick leave upon the
employee’s termination. Sick leave shall be allowed and used in cases of actual personal
sickness or for the care of an immediate family member, including a registered domestic
partner, or disability, medical or dental treatment. A maximum of 15
hours per year of sick leave may be used to care for family members, including a registered
domestic partner
E. Retirement
1. Part Time, Seasonal, Temporary (“PST”) Retirement Plan. All Limited Hourly Employees
are required to contribute 7.5% of salary each pay period to the alternative PTS Retirement
Plan (instead of contributions toward Social Security), except as described in section D(2)
below. Contributions toward Medicare (1.45%) will also be deducted. Contribution and
earning toward the PST Retirement Plan is not subject to Federal and State income taxes
and are deferred until termination of employment with the City of Palo Alto.
The PST retirement plan is currently administered by Public Agency Retirement Services
(“PARS”).Contributions to the PTS Retirement Plan, in addition to any interest earned, will
be refunded upon termination by request, if the request falls within the policy of the PTS
Retirement Plan or may be kept in the Public Agency Retirement System (PARS) account if
the Limited Hourly Employee elects this option.
2. California Public Employees’ Retirement System (“PERS”). PERS annuitants are excluded
from participation in the P.S.T. Retirement Plan. Limited Hourly employees who have
Formatted: Normal, Indent: Left: 0", Firstline: 0"
Formatted: Font: Times New Roman
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City of Palo Alto
Limited Hourly Employee Compensation Plan 2014-2017
previously participated in and remain members in the California Public Employee
Retirement System (“PERS”) or are otherwise required by law to be enrolled in CalPERS
shall participate in P.E.R.S. to the extent required by law, in lieu of participation in the
P.S.T. Retirement Plan. Enrollment in CalPERS will be completed consistent with CalPERS
rules and regulations. Participation in CalPERS shall be under the retirement formula in
effect at the time the employee is hired into the Hourly Bargaining Unit unless otherwise
required by law. Employees enrolled in the PERS retirement system shall pay the full
amount of the applicable employee contribution required by CalPERS for the PERS formula
in which the employee is enrolled, as may be changed by CalPERS from time to time.
Current contributions are as follows:
a. 2.7% at 55 Formula: eight percent (8%)
b. 2% at 60 Formula: seven percent (7%)
c. 2% at 62 Formula: contribution required by the Public Employees’ Pension
Reform Act, calculated at fifty percent (50%) of the normal cost.
SECTION V. TERM OF EMPLOYMENT
A. Limited Hourly Classifications
The maximum employment term for limited hourly employees shall be less than 1000 hours during
any fiscal year unless otherwise approved as provided in section V(B). The maximum hours for a
retired PERS employee is 960 hours in a fiscal year. Limited Hourly Employees are “At-Will
“employees and may be terminated at any time without right of appeal.
Limited Hourly employment will not affect the probationary period or the service hire date of
regular classified employment.
B. Extension of Limited Hourly Employment.
The City Manager may authorize a Limited Hourly Employee to work more than 1000 hours per
fiscal year; subject to all applicable rules and regulations. Such authorization, along with a
statement of the anticipated duration shall be provided in writing to Human Resources in
advance of the extension of limited hourly employment. The duration of the employment
assignment shall be reviewed every six months to ensure appropriateness of extension and
ability to fund the extension within a department's allocated hourly budget.
SECTION VI. PERFORMANCE REVIEWS AND SALARY INCREASES
A. Performance Reviews
1. Limited Hourly Employees that demonstrate continued development and efficient and
Page 5 of 20
City of Palo Alto
Limited Hourly Employee Compensation Plan 2014-2017
effective service reflected in their performance appraisal may be eligible to receive a
salary step increase after one year date of hire and annually thereafter. Subsequent
salary reviews are based on performance appraisals and will depend upon
demonstrated satisfactory job performance and will not occur more than twice
annually.
2. Performance Reviews are a tool to recognize and develop employees. Performance
Reviews evaluate and document past performance and may provide development
plans that will assist employees to realize their full potential. Performance Reviews
should be completed on the Limited Hourly Employee Performance Review Form or
other form designated by Human Resources.
B. Salary Increases - General
1. A salary increase is based upon an appraisal of the hourly employee's job performance
and such appraisal must be submitted with the salary request. A Limited Hourly
Employee must receive a meets requirements rating in order to be considered for a
salary increase.
2. The maximum number of salary increases a Limited Hourly Employee may receive in
any one twelve-month working period is limited to two (2), regardless of total number
of hours accumulated.
C. Exceptional Leadership Ability and Job Performance
Upon written justification and departmental and Human Resources Department approval,
a Limited Hourly Employee who demonstrates EXCEPTIONAL leadership ability and job
performance may be given a merit raise, if he/she displays outstanding job performance.
Such exceptional leadership must be documented on a designated performance appraisal
form. For those positions with salary steps, salary increases may not exceed the steps set
forth in approved salary schedules.
SECTION VII. WORK SCHEDULES AND UNIFORMS
A. Work Week and Work Day
1. The standard workday for limited hourly employees shall be eight hours to be worked
within a maximum of nine hours (five-day work week) or ten hours to be worked within a
maximum of eleven (four-day work week) or nine hours to be worked within a maximum of
ten for four days with a fifth day of four hours (four and one-half day work week); or,
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within a fourteen-day period (9/80 plan with forty-hour work weeks), or any other
schedule that results in a 40-hour work week, or fits within the parameters of an FLSA 2080
Plan. The “9/80 Plan” may not be used in any application that requires entitlement to FLSA
overtime for working the regular work week. With the exception of the “9/80 Plan” as
described above, the standard work week shall be forty hours to be worked within five
consecutive days. Work schedules shall be determined by departments based on business
requirements.
B. Uniforms
1. When uniforms are required by the City of Palo Alto to be worn by the employee as a
condition of employment, such uniforms will be provided by the City of Palo Alto.
SECTION VIII. LIMITED HOURLY CLASSIFICATIONS
Limited Hourly Classifications are reflected on Appendix A of this document.
SECTION IX. MANAGEMENT RIGHTS
Subject to State law and the provisions of the City of Palo Alto Employer-Employee Relations
Resolution, the rights of the City through its Council and Management include, but are not
limited to: the exclusive right to determine the mission of its constituent departments,
commissions and boards; set standards of service; determine the procedures and standards of
selection from employment and promotion; establish and enforce dress and grooming
standards; direct its employees; determine the methods and means to relieve its employees
from duty because of lack of work or other legitimate reasons; maintain the efficiency of
governmental operations; determine the methods, means and personnel by which government
operations are to be conducted; determine the content and intent of job classifications;
determine methods of financing; determine style and/or types of City-issued wearing apparel,
equipment or technology to be used; determine and/or change the facilities, methods,
technology, means, organizational structure and size and composition of the work force and
allocate and assign work by which the City operations are to be conducted; determine and
change the number of locations, relocations and types of operations, processes and materials
to be used in carrying out all City functions including but not limited to, the right to contract for
or subcontract any work or operation of the City; to assign work to and schedule employees in
accordance with requirements as determined by the City and assignments upon reasonable
notice; establish and modify productivity and performance programs and standards including,
but not limited to, quality, and quantity standards; and to require compliance therewith, take
all necessary actions to carry out its mission in emergencies; and exercise complete control and
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discretion over its organization and the technology of performing its work.
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Appendix A
Limited Hourly Employee Job Classifications
Administrative Specialist I
Performs administrative work that requires advanced skills or knowledge in support of a
department/division or program.
Administrative Specialist II
Performs more complex administrative work that requires advance skills or knowledge in
specialized software programs and data analysis in specialized areas in support of a
department/division or program. Two years of experience equivalent to that of an
Administrative Specialist I.
Assistant Park Ranger
Positions requiring at least 2 years of experience and specialized skills or advanced certificates
for First Aid, CPR, and heavy equipment operation. Prior experience as an open space
technician or park aide is essential.
Building Serviceperson
Under limited supervision, performs custodial duties and other related work as required to
maintain City buildings and facilities in a clean and orderly condition. Members of this
classification may be assigned to perform either public works duties or park duties. Two years
of experience equivalent to that of a Custodial Assistant.
Clerical Assistant
Under supervision, performs routine and repetitive computer inputting and clerical tasks, and
performs related work as required. May require cash handling.
Custodial Aide
Under close supervision, this entry-level position performs basic custodial duties as required to
maintain City buildings and facilities, performs room set-ups and take-downs, and other related
work.
Custodial Assistant
Under general supervision, performs custodial duties and other related work as required to
maintain City buildings and facilities in a clean and orderly condition. Members of this
classification may be assigned to perform either public works duties or parks duties.
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General Laborer – H
Performs general manual tasks. Performs various types of manual labor as needed. Possesses
knowledge of commonly-used concepts, practices, and procedures within a particular field.
Performs tasks in conformance within pre-established instructions. Works under general
supervision. Uses very limited independent judgment similar to that expected of an
apprentice-helper level laborer, consistent with pre-established instructions. May report to a
lead worker, but typically reports to a supervisor.
Requires a high school diploma or its equivalent with 1 year of related experience.
Salary to be determined – an hourly rate above $50/hour must be approved by the Director of
Human Resources before the City extends an offer of employment.
House Manager
Facility supervisor of special events, productions, concerts, rentals – etc. Involves high public
contact and customer service, including enforcement of rules and regulations. May include
set-up of events.
Instructor I
Under general supervision, prepares classes, programs and camp curriculum, presents classes
and field trips for schools and family audiences, and provides assignments to Instructor Aides
and volunteers. Requires previous teaching experience. Requires prior in-depth knowledge of
the disciplines to be taught. May require lifting up to 15 pounds.
Instructor II
Under limited supervision, prepares classes, programs and camp curriculum, presents classes
and field trips for schools and family audiences, and provides assignments to Instructor Aides
and volunteers. Requires at least two years of previous teaching experience. Requires prior in-
depth knowledge of the disciplines to be taught. May require lifting up to 15 pounds.
Instructor III
Independently prepares classes, programs and camp curriculum, presents classes and field trips
for schools and family audiences, and provides direction and mentoring for Instructor Is and IIs,
Aides and volunteers. Serves in a leadership capacity within the department. Requires at least
4 years of teaching experience and in-depth knowledge of the disciplines to be taught. May
require lifting up to 15 pounds.
Instructor Aide
Under general supervision, performs administrative work in support of Instructors in areas
such as course preparation, classroom assistance and related activities. May require lifting up
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to 15 pounds.
Librarian
Under supervision, assists customers with reference inquiries, provides instruction in the use of
library resources and equipment; shelves materials and assists with core management or
organization of materials.
Distinguishing Characteristics:
The Librarian classification is the professional entry level classification within the Library Division.
The Librarian has the professional knowledge to identify, develop, interpret, and evaluate all
policies, procedures, programs and services to ensure the best quality of service to public library
users. It is a broad classification which covers a variety of work situations which require expertise
in areas of primary responsibility, as well as in common areas such as materials selection, public
library service and in computerized information systems. Significant portion of workday includes
direct public contact. Work hours may include early mornings, evenings and weekends.
ESSENTIAL DUTIES:
Essential and other important responsibilities and duties may include, but are not limited to, the
following:
• Performs routine circulation tasks required to directly serve public, including registering
and maintaining files of borrowers; interpreting customer accounts and checking in and out
library materials via computerized equipment; accepting, payments for fines, bills, fees; assisting
customer with inquiries regarding availability and status of items in collections, and interviewing
and assisting users regarding circulation accounts and services. Refers circulation problems to
circulation staff or manager.
• May conduct library programs for children and adults; conduct tours and classes.
• May conduct reference interview and analyze, interpret and answer inquiries utilizing
resources in Palo Alto Libraries as well as other libraries and the community, referring unusual
questions to a Senior Librarian (Librarian II) or supervisor; assist customers in use of facility
including catalog, indexes, reference books and technology.
• Performs library programming, including planning, coordination, promotion and the
conduct of programs; cooperates with other City departments, community and library groups
with program co-sponsorship.
• Prepares displays to market the library’s collection; may write regular newsletter articles,
book reviews and program announcements for e-newsletters and publications; assists with social
media.
• May update library web pages; update online calendars; contribute calendar items to
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community organizations and data bases.
• Selects and de-selects library materials in one or more subject areas based on knowledge
of budget available, collection size, analysis of community past usage patterns and other criteria;
processes discarded materials.
• Assist with recruits, interviews, schedules, trains, initiates and coordinates, work of
clerical, paraprofessional, temporary and/or volunteer staff as assigned.
• May collect, maintain and report statistical records for a variety of library measures.
• As directed, performs copy and original cataloging and classification efficiently utilizing
online computerized cataloging system; assigns access points for materials; establishes new
bibliographic computer records in accordance with recognized standards.
• Maintains specific library collections and equipment including housing, physical
maintenance and arrangement.
MINIMUM QUALIFICATIONS:
Sufficient education, training and/or work experience to demonstrate possession of the following
knowledge, skills, and abilities which would typically be acquired through:
• Master’s Degree in Library and Information Science or related education preferred.
KNOWLEDGE, SKILLS, AND ABILITIES:
• Ability to work effectively with public and co-workers in variety of circumstances. Ability
to work with wide variety of people.
• Knowledge of alphabetical and numerical filing systems.
• Knowledge of the library catalog.
• Ability to work varied schedule including early mornings, evenings and weekends
• Ability to maintain physical condition appropriate to the performance of assigned duties
and responsibilities which may include sitting for extended periods of time and operating
assigned library equipment.
• Ability to communicate with others and to assimilate and understand information, in a
manner consistent with the essential job functions.
• Ability to operate assigned equipment.
• Ability to make sound decisions in a manner consistent with the essential job functions.
WORKING CONDITIONS / PHYSICAL REQUIREMENTS:
Work in a library environment with the public, maintaining a professional appearance; sustained
posture in a standing, walking or seated position for prolonged periods of time; perform bending,
lifting, crouching and pushing items weighing up to 50 pounds; perform repetitive small hand and
arm motions for prolonged periods of time; may travel to other library facilities; exposed to
computer screens for prolonged periods of time.
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Library Clerk
Under close general supervision performs technical and clerical tasks; assists customers with their
accounts; shelves materials; performs technical and clerical tasks as assigned.
Distinguishing Characteristics
Library Clerk is a classification found in the Library Department and is distinguished by the
performance of various technical and clerical duties under general supervision. Work hours may
vary and include nights and weekends. Includes direct public contact. Some previous knowledge
of library operations required.
ESSENTIAL DUTIES:
Essential and other important responsibilities and duties may include, but are not limited to, the
following:
• May answer customers’ questions.
• Checks in/out items; performs standard, holds, special handling and sorts; issues library
cards.
• Works at the Accounts Desk; handles customer accounts and fines; provides computer
assistance; performs shelving.
• May assist customers with library technology.
• Maintains computer files for library materials; adds, deletes and updates information.
• Data enters bibliographic data into the online library system.
• Communicates with vendors to request approved items or to ask questions; refers further
communications to the supervisor.
• Accepts and unpacks deliveries and shipments of library materials; checks for accuracy;
returns incorrect or damaged materials to vendors.
• Receives and invoices materials into the library’s computer system.
• Performs RFID tagging Performs shelf reading.
• Assists in the setup of programs; performs program cleanup.
• Processes LINK+ items and locates items listed on hold for the library branch or on reserve
for LINK+.
• Assists with special projects and programs.
• May perform mail delivery.
• Provides basic assistance to customers.
• Performs related duties and responsibilities as required.
MINIMUM QUALIFICATIONS:
Sufficient education, training and/or work experience to demonstrate possession of the following
knowledge, skills, and abilities which would typically be acquired through:
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• High school diploma or equivalent and 6 months experience working in a library
KNOWLEDGE, SKILLS, AND ABILITIES:
• Ability to work effectively with public and co-workers in variety of circumstances. Ability
to work with wide variety of people.
• Knowledge of library procedures and item shelving structure.
• Knowledge of alphabetical and numerical filing systems.
• Knowledge of a personal computer and various software applications.
• Knowledge of effective customer service.
• Ability to use the library catalog.
• Ability to perform cash handling and use a cash register.
• Ability to perform basic mathematical calculations.
• Ability to work varied schedule including mornings, evenings and weekends
• Ability to maintain physical condition appropriate to the performance of assigned duties
and responsibilities which may include sitting for extended periods of time and operating
assigned library equipment.
• Ability to work varied schedule including early mornings, evenings, and weekends. Ability
to communicate with others and to assimilate and understand information, in a manner
consistent with the essential job functions.
• Ability to operate assigned equipment.
• Ability to make sound decisions in a manner consistent with the essential job functions.
WORKING CONDITIONS / PHYSICAL REQUIREMENTS:
Work in a library environment with the public; maintains a professional appearance; sustained
posture in a standing, walking or seated position for prolonged periods of time; perform bending,
lifting, crouching and pushing items weighing up to 50 pounds; perform repetitive small hand and
arm motions for prolonged periods of time; may travel to other library facilities; exposed to
computer screens for prolonged periods of time.
Library Page
Under close supervision, shelves materials; performs routine clerical and support tasks as
assigned.
Distinguishing Characteristics:
Library Page is a classification found in the Library Department and is distinguished by the
performance of routine clerical duties under supervision. Work hours may vary and include nights
and weekends. May include direct public contact. No previous knowledge of library operations
required.
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ESSENTIAL DUTIES:
Essential and other important responsibilities and duties may include, but are not limited to, the
following:
• Shifts collections; pulls or weeds items; performs sweeps.
• Returns library materials to the shelves.
• Performs RFID tagging
• Performs shelf reading.
• Assists in the setup of programs; performs program cleanup.
• Processes LINK+ and locates items listed on hold for the library branch or on reserve for
Link+
• Performs general cleaning and organization of the library’s areas.
• Assist with open and close procedures.
• May assist with special projects and programs.
• Performs mail delivery.
• May provide directional assistance to customers.
• Works with Automated Materials Handling machine; moving and sorting bins, and sorting
returned items.
• Performs related duties and responsibilities as required.
MINIMUM QUALIFICATIONS:
Sufficient education, training and/or work experience to demonstrate possession of the following
knowledge, skills, and abilities which would typically be acquired through:
• No experience necessary.
KNOWLEDGE, SKILLS, AND ABILITIES:
• Ability to work effectively with public and co-workers in variety of circumstances. Ability
to work with wide variety of people.
• Knowledge of alphabetical and numerical filing systems.
• Knowledge of the library catalog.
• Ability to work varied schedule including early mornings, evenings and weekends
• Ability to maintain physical condition appropriate to the performance of assigned duties
and responsibilities which may include sitting for extended periods of time and operating
assigned library equipment.
• Ability to communicate with others and to assimilate and understand information, in a
manner consistent with the essential job functions.
• Ability to operate assigned equipment.
• Ability to make sound decisions in a manner consistent with the essential job functions.
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WORKING CONDITIONS / PHYSICAL REQUIREMENTS:
Work in a library environment with the public, maintains a professional appearance; sustained
posture in a standing, walking or seated position for prolonged periods of time; perform bending,
lifting, crouching and pushing items weighing up to 50 pounds; perform repetitive small hand and
arm motions for prolonged periods of time; may travel to other library facilities; exposed to
computer screens for prolonged periods of time.
Maintenance Assistant
Under general supervision, responsible for skilled and semiskilled tasks in one or more of the
following areas:
Landscape and turf maintenance of parks and golf courses, including tree maintenance and turf
renovation, City building and facilities, City streets, sewers, and storm drains, City vehicles and
equipment. Performs related tasks as required. Requires experience with power equipment
and a valid California driver’s license. May require drug testing.
Management Specialist
May perform work associated or equal in complexity with responsible City managerial or staff
position. Classification may be used for individuals involved in confidential areas involved with
employee relations, labor relations, and other discreet/confidential projects. Compensation to
be determined according to tasks assigned and qualifications required.
Open Space Technician
Under general supervision performs work assignments in Parks and Open Space areas that
assist in the protection, preservation and maintenance of Palo Alto open space lands. Entry-
level positions that require familiarity with power tools such as weed whips and chain saws.
Police Reserve I
Reserve officer who has received requisite level of training to operate in a solo capacity.
Police Reserve II
Reserve officer who must be accompanied by a regular sworn officer or a Police Reserve I in
performance of duties.
Print Shop Assistant
Under supervision, provides assistance in the Print Shop in duplication, finishing work, mail
distribution and other support function duties, often under tight deadlines.
Project Construction Inspector
Inspection of City construction projects to ensure conformance with plan and specifications,
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documentation of contractor’s daily activities, verification of materials and quantities used, and
notification to and contact with the residents in the project area.
Project Specialist
Support for an administrative tasks related to City programs and projects on an ongoing basis,
requiring technical and administrative skills such as scheduling, research and report writing,
project development and design, ongoing project implementation and administration, and
budget tracking and conformance.
Recreation Aide
Provides general clerical and unskilled labor/support of recreational programs.
Recreation Leader I
Entry level positions that do not require previous experience including:
Teen leaders
Gymnastics Instructors
Sports Camp Assistants
Special Event Assistants
Summer Camp Counselors
Coaches
Recreation Leader II
Positions require at least one season of experience and certifications in a related field
including:
Sports Camp Leaders (CPR and First Aid)
Sport Officials (CPR and First Aide)
Assistant Pool Manager
Senior Swim Instructor/Lifeguard (Lifeguard Training, First Aid and CPR)
Summer Camp Assistants
Coaches
Recreation Leader III
Positions require at least 2 years of experience and specialized skills or advanced certifications
in a related field including:
Summer Camp Leaders
Teen Outreach Leaders
Coaches
Substitute Teachers
Sports Camp Leaders (CPR and First Aid)
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Sport Officials (CPR and First Aid)
Pool Manager
Gymnastic/Dance Instructors (Recreation Leader II requirements and Safety
Certification and one of the following certifications: Professional Development Program
II, Kinder Accreditation for Teachers or Movement Education and Learning
Development.)
Stock Clerk
Under supervision, performs a variety of inventory maintenance functions including receiving,
storing and delivering supplies. Includes maintaining and reviewing computerized inventory
records; performs other related work as required.
Swim Instructor/Lifeguard
Monitors pool activities to enforce regulations and prevent accidents, rescue swimmers in
distress, conducts swimming lessons in accordance with American Red Cross or other national
recognized aquatics programs and performs other related duties as required. Certificates in
Lifeguard Training, First Aid and CPR required.
Technical Specialist
Under general supervision, responsible for work that requires technical skills associated with
one or more of the following areas: drafting/CAD, electronics, computer systems, engineering,
environmental science, or planning.
Technician I
Performs less advanced technical work than that of the Technician II class. Normally requires
some specialized skills such as basic life support/paramedic, drafting, electronics, building
maintenance, crafts, etc. and ability to operate associated vehicles or equipment.
Technician II
Under general supervision, responsible for work as performed by advanced technical skills
associated with one or more of the following areas: drafting/CAD, electronics computer
systems, engineering, environmental science, or planning. Classification may be used for
individuals involved in conducting surveys, opinion polls, and other data collection assignments
where analysis of data may be required.
Arts & Science Professional I
Under general supervision, performs highly skilled jobs in support of performing and visual
arts. Examples would include exhibit design and installation, graphic design, exhibit
mechanical and electrical design, exhibit problem solving, installation and maintenance,
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materials and parts sourcing for exhibits, managing outsourced custom fabrication of specialty
parts, and working with Arts & Sciences Producers on design of exhibits, theater scenery,
costume & lighting design and direction, studio supervision, development of educational
programs, etc.
Arts & Science Professional II
Under limited supervision, performs highly specialized jobs in support of performing and visual
arts. Examples would include exhibit design and installation, graphic design, exhibit
mechanical and electrical design, exhibit problem solving, installation and maintenance,
materials and parts sourcing for exhibits, managing outsourced custom fabrication of specialty
parts, and working with Arts & Sciences Producers on design of exhibits,theater scenery,
costume & lighting design and direction, studio supervision, development of educational
programs, etc. Two years of experience equivalent to that of a Arts & Science Professional I.
Arts & Science Professional III - H
Independently performs highly specialized jobs in support of performing and visual arts.
Examples would include exhibit design and installation, graphic design, exhibit mechanical and
electrical design, exhibit problem solving, installation and maintenance, materials and parts
sourcing for exhibits, managing outsourced custom fabrication of specialty parts, and working
with Arts & Sciences Producers on design of exhibits, theater scenery, costume & lighting
design and direction, studio supervision, development of educational programs, etc. Five years
of experience equivalent to that of an Arts & Science Professional I. May require lifting up to 15
pounds.
Arts & Science Technician
Under supervision, performs paraprofessional and skilled support to a specific performing or
visual arts program area such as lighting, props, building, painting, stitching – etc.
Arts & Science Aide
Under general supervision, performs general unskilled and some semiskilled tasks in support of
theater, arts and museum programs.
Zoological Assistant
Under supervision, performs assignments that assist in the maintenance, control, and shelter
of animals in the zoo and other City facilities.
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Appendix B
Limited Hourly Salary Schedule
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*NOT YET APPROVED*
1
Resolution No. ____
Resolution of the Council of the City of Palo Alto Amending the 2014-
2017 Compensation Plan for Limited Hourly Employees
The Council of the City of Palo Alto RESOLVES as follows:
SECTION 1. Pursuant to the provisions of Section 12 of Article III of the
Charter of the City of Palo Alto, the 2014‐2017 Compensation Plan for Limited Hourly
Employees is hereby amended as set forth in Exhibit “1”, attached hereto and incorporated
herein by reference, effective with the pay period including July 1, 2015.
SECTION 2. The Director of Administrative Services is authorized to
implement the amended Compensation Plan as set forth in Section 1.
SECTION 3. The Council finds that this is not a project under the California
Environmental Quality Act and, therefore, no environmental impact assessment is necessary.
INTRODUCED AND PASSED:
AYES:
NOES:
ABSENT:
ABSTENTIONS:
ATTEST:
___________________________ ______________________________
City Clerk Mayor
APPROVED AS TO FORM: APPROVED:
___________________________ ______________________________
Deputy City Attorney City Manager
_____________________________
Director of Administrative Services
____________________________
Chief People Officer
CITY OF
PALO
ALTO
TO:
FROM:
3
CITY OF PALO ALTO
MEMORANDUM
HONORABLE CITY COUNCIL
CITY MANAGER DEPARTMENT: People Strategy
& Operations
AGENDA DATE: June 22, 2015 ID#: 5865
SUBJECT: Adoption of a Resolution Amending the 2014-2017 Limited Hourly
Employee Compensation Plan to Implement Sick Leave Accrual
Please make the following change to Staff Report 5865:
Timeline. Add in "The implementation of accrued sick leave for
Limited Hourly employees would commence on or after
September 1, 2015", deleting "July 1, 2015". The "on or
after September 1, 2015" date will ensure that there is
enough time to reconfigure our system to process the new
accrual.
�(� ·�thV/flhefl
Chief People Officer
City of Palo Alto (ID # 5712)
City Council Staff Report
Report Type: Consent Calendar Meeting Date: 6/22/2015
City of Palo Alto Page 1
Summary Title: Pine St Authorize Property Sale; Affordability Funds for Alma
and BAO
Title: Authorization for Palo Alto Housing Corporation to Sell the Property
They Own at 1259 Pine Street and to Provide Funding for the Rehabilitation
and Preservation of Affordable Units at 110-130 El Dorado Avenue, Along
With Approval of an Associated Budget Amendment Ordinance
From: City Manager
Lead Department: Planning and Community Environment
Recommendation
Staff recommends that the City Council:
1. Authorize the Palo Alto Housing Corporation (PAHC) to sell the single family
residence they own at 1259 Pine Street, conditioned on the recordation of a
regulatory agreement with PAHC to deed-restrict the three units at 110-130 El
Dorado Avenue for low-income households for a 55-year period and use of the
proceeds to pay off existing loans outstanding for 110-130 El Dorado Avenue and on
other affordable housing projects located in Palo Alto.
2. Approve a Budget Amendment Ordinance (BAO) recognizing approximately $73,000
in additional revenue to the Commercial Housing Fund from the proceeds of 1259
Pine Street and appropriating $375,000 from the Commercial Housing Fund as a loan
to the Residential Housing Fund.
3. Authorize a loan of $375,000 to PAHC from the Residential Housing Fund to be used
to deed restrict the property at 110-130 El Dorado Avenue and for its needed
rehabilitation.
4. Authorize the City Manager or designee to execute: (a) a Regulatory Agreement with
PAHC to deed restrict the three units at 110-130 El Dorado Avenue; (b) loan
documents required for the $375,000 loan; and (c) necessary documents to allow
the sale of 1259 Pine Street.
Executive Summary
Recognizing the dire need for additional affordable housing units in Palo Alto, PAHC has
requested approval from the City to sell its single family property at 1259 Pine Street in order to
City of Palo Alto Page 2
free up significant equity in the property to use elsewhere. Upon the sale, the City is entitled to
receive from PAHC approximately $25,000 plus cost of living adjustments, as detailed in the
terms of the original Agreement of Sale signed in 1980 (Attachment A). In accordance with the
agreement, this amount, which has been estimated at approximately $73,000, would be paid to
the City upon the close of escrow unless the City Council authorizes its use by Palo Alto Housing
Corporation.
The staff recommendation would provide the City’s share of $73,000 from the sale proceeds in
addition to approximately $302,000, for a total of approximately $375,000, from the City’s
Commercial Housing Fund as a loan to the Residential Housing Fund. The $375,000 would be
loaned from the Residential Housing Fund to PAHC in exchange for deed restricting and
rehabilitating three housing units located at 110-130 El Dorado Avenue and owned by PAHC.
These three units are located next to six deed-restricted units owned by PAHC at 2811-2825
Alma, creating a group of nine affordable units. A portion of the sale proceeds would also be
used to pay down a portion of the existing loan ($3.7 million) that PAHC used to purchase the
property at 110-130 El Dorado Avenue.
Background
PAHC owns and operates a wide variety of affordable housing units throughout the City,
including 1259 Pine Street, which is a single family home. PAHC also owns a total of 9 units on
parcels located at the corner of El Dorado Avenue and Alma, of which six units at 2811-2825
Alma were purchased with City assistance and are currently deed restricted for income
qualifying tenants.
Alma/El Dorado Avenue Property
In 2011, the City received a $1.89 million loan request from Palo Alto Housing Corporation to
purchase two triplexes located at 2811-2825 Alma St. At that time, however, the City did not
have sufficient fund balances in its Housing Funds to provide the $1.89 million loan, and was
only able to provide $1.29 million. To make up the difference, the Opportunity Fund of Santa
Clara County provided a $600,000 short term loan for the project acquisition with the
understanding that the City would repay the short term loan, which was due to expire at the
end of 2014. On December 8, 2014 (Staff Report 5197), the City Council approved a loan to
PAHC for this purpose.
In 2011, PAHC also purchased the adjacent parcel north of the site, 110-130 El Dorado Avenue.
Although the 6 units on Alma have deed restrictions to keep them affordable, the units on El
Dorado Avenue do not, and a current loan in the amount of $3.7 million is outstanding. In
addition, there is some deferred maintenance on all three parcels that PAHC wishes to correct,
but does not currently have the funding to do so.
PAHC and the City have been in discussions to determine how best to address the need for
repairs, as well as secure long term affordability for the units on El Dorado Avenue. The
proposed solution involves selling 1259 Pine, and using the proceeds partly for renovation,
City of Palo Alto Page 3
partly to pay off the existing loan at 110-130 El Dorado Avenue, and partly for new
development on other projects within Palo Alto. Approval of the staff recommendation would
provide PAHC with the resources needed to rehabilitate the Alma/El Dorado Avenue property
and deed restrict the three units on El Dorado Avenue so that they can only be leased to
qualifying low income households. (Note that one of the El Dorado Avenue units is currently
occupied by a qualifying low income tenant and the other two are occupied by over-income
households. The deed restriction will permit PAHC to charge higher rents for the two non-
qualifying units until the non-qualifying tenants vacate.)
1259 Pine Street
In 1980, the City sold the single family home it owned on Pine Street to PAHC for the express
purpose as lower income housing, a use that PAHC has continuously maintained since that
time. The sale agreement included an option for PAHC to sell the property, provided that upon
close of escrow PAHC pays the City $25,000 adjusted pursuant to the cost of living index set
forth in the original agreement. Once the property is sold, PAHC is required to remit this
amount – calculated to be $73,000 -- to the City.
Discussion
The Pine Street house is a three bedroom house in a single family zoned neighborhood which
historically has only housed one income qualifying family. The family currently living in the Pine
Street house was informed that PAHC intended to sell the house at the time of occupancy and
is in the process of relocating. Given the high property values in Palo Alto and the upcoming
vacancy, PAHC has determined this to be an optimum time to sell the residence. Equity in the
Pine Street single family residence can be utilized more efficiently to address affordable
housing needs elsewhere in Palo Alto. Thus PAHC is requesting the City to approve the sale of
the single family residence so that the proceeds can be used to make needed improvements to
the Alma Street/El Dorado Avenue property, deed-restrict the El Dorado Avenue property, pay
off the existing El Dorado Avenue loan, and provide new affordable housing within Palo Alto.
Upon sale of the Pine Street property, the City is entitled to a sum of $73,000 ($25,000 adjusted
by CPI) and PAHC is entitled to the remainder of the proceeds. By providing its portion of the
sale proceeds to PAHC along with additional funds (a total of $375,000), the City would ensure
the long term deed restriction of an additional three units of below market rate rental housing,
and PAHC would have sufficient resources to rehabilitate the Alma Street/El Dorado Avenue
property. The loan would be provided at 3% simple interest, with all payments deferred for the
55-year regulatory agreement period, except in the event of a default.
Resource Impacts
With the requested action, the City would receive an estimated $73,000 from the sale proceeds
of the property located at 1259 Pine Street and provide an appropriation of $375,000 from the
City’s Commercial Housing Fund to be loaned to the Residential Housing In-Lieu fund for PAHC.1
1 By City Policy, the Commercial Housing Fund can only be used for construction of new units, therefore the
Council’s action would authorize a loan from this fund to be repaid by the Residential Housing Fund when funds
become available (expected in FY16).
City of Palo Alto Page 4
The funds would secure deed restrictions on three units that are not currently restricted for use
as below market rate housing and would provide PAHC with additional resources to rehabilitate
the El Dorado Avenue property. The inter-fund loan between the Commercial Housing In-Lieu
and Residential Housing In-Lieu funds is for a period of one-year and will be repaid with interest
in Fiscal Year 2016 when funds are expected to become available in the Residential Housing In-
Lieu Fund.
Policy Implications
The actions recommended in this report implement the City’s adopted Housing Element
policies and programs supporting the preservation and development of extremely low, very
low, and low income housing. For example, Policy H3.4 calls on the City to pursue funding for
the acquisition, construction, and rehabilitation of affordable housing, and Program H3.4.4
states “The City will work with affordable housing developers to pursue opportunities to
acquire, rehabilitation, and convert existing multifamily developments to long-term affordable
housing units to contribute to the City’s fair share of the region’s housing needs.”
Environmental Review
The funds would be used to deed-restrict the El Dorado Avenue property, which is not a project
under CEQA. Any rehabilitation work proposed is all in the nature of maintenance and
rehabilitation of the existing facilities, which is exempt from review under the California
Environmental Quality Act (“CEQA”) pursuant to CEQA Guidelines Section 15301.
Attachments:
Attachment A: 1980 Agreement of Sale for 1259 Pine Street (PDF)
Attachment B: Budget Amendment Ordinance (DOCX)
···'~~.~~·qfl1~T~~?~:t~1~~;Wfff~~~:~t~~~~f~~~· .
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~~88347 ~
Vall~y Title COffipany
Escrow No. 175520-cg
APN 3-45-70 Code N04
_11 I .1-1:_-"'0.::-.5-=<-___ _
After recording return to:
CITY OF PALO ALTO
Real Estate Division
P. O. Box 10250
Palo Alto, CA 94303
AGREEMENT OF SALE'
1259 Pine Street F 700
.' ..v. _~ .. r,~..t.J this {f4=-day of~, 1980
by and between the CITY OF PALO ALTO, a municipal corporation
("CITY-) and tne PALO ALTO HOUSING CORPORATION, a California
non-profit corporation ("PARC"), with reference to the
yollowing facts:
A. CITY owns a single family residence located at
1259 Pine Street, Palo Alto ("PROPERTY") more speCifically
described in the Grant Deed attached hereto as Exhibit A and
reade a part hereof.
B. PAEC desires to acquire PROPERTY from CITY and
CITY desires to convey PROPERTY to PARe with the PROPERTY to
b~ made ~vailabl€ as d low and moderate lncome rental unit,
as such income limits shall be defined from time to tLme by
the United States Depart:nent of Housing and Urbcln Development
or any successor agency of the united States of &~erica.
~. Agreement to S~ll. Subject to the terms and
conditions set forth in this Agreement, CITY agrees to sell,
transfer and deliver to PP.J!C, and PARC agrees
from CITY the PROPERTY subject to any an~ all
to _chase
co~tions,
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Attachment A
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deed restrictions, easements, highways, rights-of-way,
zoning regulations, and other restrictions and limitations
of record affecting the PROPERTY.
2. Purchase Price. For the transfe~ of the PROPERTY
by CITY to PARC, PARC shall provide the following consideration:
3, .. DeposiL. Olie Thousand Dcllars: ($1. non) cash
shall be deposited by PARe in escrow to be opened by PARC
with VA.T~LEY TITLE COMPANY ("TITLE COMP}'..NY" herein) upon
execution of this Agreement ("DEPOSIT" herein).
h. Cash on Closing. In addition to the DEPOSIT,
PARe shall pay Thirty~ Seve:l Thousand Dollars ($37, 000) cash
to CITY on the CLOSE OF ESCROW. The total purchase price
for the PROPERTY shall be Thirty Eight Thousand Dollars
($38,000) .
3. CITY's Warranties. The CITY covenants and warrants
to and for the benefit of PARC, as follows:
Futhori t-"i .. "0...-_-~ __ , ":I __ ¥ __ _
J.1C1~ .L.U..1.....J.... t--VW':::...t.. and authority a.
to own the PROPERTY and to sell, transfer and convey the
PROPERTY to PARCo
h. Inconsistent Contracts. The PROPERTY is not
subject to any existing contract, lease, obligation, or
cc-mmittmcnt inconsi5tent u.Se anc enjc~",!.;.c;~t of the
PROPERTY by PARCo
C. Title. PARC shall receive good and marker.able
title to the PROPERTY subject only to the exceptions set
forth in the Prell minary Title Report issued by t.ne TITLE
COl>tPANY dated January 31, 198G.
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4. PARe's warranties. PARe covenants and warrants to
and for the benefit of the CITY that PARC is a corporation
duly organized, validly existing and in good standing under
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power and authority to engage in and consummate the transaction
described herein.
5. Restriction on Use. As a condition to the sale of
the PROPERTY by CITY, PARe covenants with CITY that the
PROPERTY shall be used exclusively for rental to low and
moderate income tenants in accordance with the U.S. Department
of HUD section 8 program or successor program so long as
such program is available. PARe further covenants with CITY
to properly manrtge t~e PROPERTY, including but not limited
evicLions, if necessary, and any other activities commonly
;:,ssociated with resideJltial rental. managempnt £u..rlctio~.s ..
a. Option Price. PlLl1C hereby grants t.o the CITY I 6. Option to Repurchase.
the cp"tion to repurchase the PRCPER'rY together with any
.improvements thereto for the followinq purcna",., I'ri,:,?: • (J) One Dollar ($~.OO) or the minim1xm
legally binding consideration if the sum of $1.00 is not
sufficient;
(2) Assumption of all liens and encuw~rances
of record affsctir43' t.he FROPERTY;
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(3) Payment to PARC of an amount equal to t~e
·PARe DEFICIT" which is defined as (al the cumulative negative
cash flow. if any~ incnrrpn by P,~LJ.:!C .ae ~ r"c=:;~lt of w.u.i1uqing ..
maintaining, insuring, and owning the PROPERTY, including serv~c-
ing debts which are secured by deeds of trust affecting the
PFOPERTY, plus (b) any cash applied by PARC to\vard the purchase
of the PROPERTY as if it were advanced by an institutional lender,
in particular such funds shall be evidenced by a promissory note
amortized over a 30 year period and bearing an interest rate of
12% or any cash applied toward improving the PROPERTY, reduced by
(c) any positive cash flow enjoyed by P~EC 3S a result of managing
and owning the PROPERTY. Monthly cash :::low shall be determined
by rental income reduced by pxpenses of ~~intainin~ .. mQnaging~
and owning the PROPERTY. The PAHC DEFICIT shall be subject to
a cost of 1 i vi TIl] adj ustrr.-ent 38 :;ct forth in St:-C L.i.un 10 (b) below ...
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ProvidAd, however, that P&~C shall, prior to incurring any
defisits, exercise its best efforts to inform the City of the
need to incur r and extent of any potential dc-ficit.
(4) Pa~nent by the CITY of all transfer costs,
incluCl1ng escrow fees, title insurance premiums, inspection
c)-,arges, appraisals and taxes arising from the repurchase. should
such fees and expenses be required.
b. Exercise of Option. CITY shall have the right
to eXE"rcisG this option upor.l. si.xty (60) days written notice to
P.A....QC; prcvided ~ however, th.!.s cption may only be exercised:
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(]) On or after January 1, ~982 and suLject
to any lease or tenancy affecting the PROPERTY;
{2) If PARe provides CITY wirh 0~e h~~=~d
twenty (J 20) days ~vritten notice of its intention to sell
the PROPERTY, CITY shall have sixty (60) days after receipt
of such notice from PARe to notify PAHe in writing of its
election to exercise the option. If the CI~ does not so
notify PAHe, then the option shall be extinguished ane. PAHC
may sell the PROPERTY subject to the terms and conditions of
this Agreement.
c. Restrictions on Repurchase by CITY. The CITY
may repurchase the PROPERTY only if the PROPERTY is used by
the CITY for:
(]) Low and moderate income tenants in
accordance wiT.h the U.S. Dcp~r~7tent of b~uD Section 8 program
or successor program if SliC~ a program is available; or
(2) The PROPERTY is sold at its fair market
value and if proceeds from the sale of the PROPERTY in
~xcess of (i) the CITY's FUTURE PAYMENT, as that term is
3,,'::l';;ic..: ..LU ",,,,<,;L.Lc.ns ~ ana .LU.a below, and (ii) pa~'lllents to I
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• PARe pursuant to Section 6{a} are used by the CITY in
furtherance of providing affordable housing in the City of
Palo hlto.
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7. CITY Approvals. PARC agrees as follows:
a. No refinancing, sale, conveyance, transfer,
lease, or any other encumbrance affecting the PROPERTY or
any part thereof or any improvement situated thereon shall
be made by P&~C. No improvement to the PROPERTY in excess
of $500.00 shall be made by PARC, and no person shall be put
into possession of the PROPERTY, except for leases or rental
agreements required under the HUD Section 8 program or any
successor program if available, without the prior written
approval of CITY; provided, however, that such approval by
CITY shall not be unreasonably with.~eld. The parties agree
and understand that funds from any refinancing or borrowing
by PARC secured by the PROPERTY and which are approved by
the CITY shall be used fnr improving or repairing the
PROPERTY.
~~ CITY rnay Cl1.tE:r and i;:lspect the PROPERTY I
improvements situated thereon, and the financial and corporate
books of PARC at reasonable times and upon reasonable notice
to Pl:--qc. C:rTY shall receive copies of PAHe .rJnn1!al financi2il
statements affecting activities relati~g to the PROPERTY
sptring forth the p~~c DEF!CIT~ fc~ such period and
tl:e cumulative PARe DEFICIT, if any.
c. The CITY hereby approves PARe's borrowing
$38,000 to be secured by the PROPERTY, with this $38,000 to
be used by PAHe for the purchase price set forth in Section 2
a~~ve, closing costs, drapes, and ap?liances.
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8. ~1aintenance and Insurance.
a. ~intenance. PARC agrees: to keep the
PROPERTY in good condirion and repair; not to remove or
demolish any building erected thereon without the prior
written approval of CITY; to complete or restore promptly
and in gcod and workmanlike manner any building which may be
constructed, damaged, or destroyed thereon and to pay when
due all claims for labor performed and materials furnished
therefore. to comply with all laws affecting the PROPERTY or
requiring any alterations or improvements to be made thereon;
not to commit or permit waste thereof; to operate the
PROPERTY in a businesslike manner; and to do all other acts
which from the character or use of the PROPERTY may be
reasonably necessary. The specific en~erations above do
not exclude general maintenance obligations of PARCo
~ In3ura~ce. PARe shall maintain insurance
acceptable to CITY in full f~rce and effect throughout its
ow~ership cf the subject property in accordance with this
Agreement. The policy or policies of insurance maintained
by PAHe shall provide the following limits and coverage.
Liability Insurance
Policy
(1) Workers Co~pensacion
(2) Comprehensive General
Liability including
personal injury, Broad
form property, blanket
contractual and liquor
liabilit'l
Minimum Li..>ni ts of Liability
Statutory
Bodily Injury: $500,000 each
$500,000 each occurrence
$500,000 aggregate
Property Damage $500,000 each occurrence
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(3) Fire & Extended Coverage
including water damage &
debris removal
Not less than 90% of the cost of
replacement of all insurable
improvement within the Premises.
Insurance shall be in full force upon transfer of the property
agreement shall contain the following three clauses:
1. aThis insurance shall not be cancelled, limited in
scope of coverage, nor nonrenewed until after thirty (30)
days written notice has been given to the CITY OF PALO
ALTO/Real Estate Division, 250 Hamilton Avenue, Palo Alto,
California, 94301."
2. "All rights of subrogation are hereby waived
against the CITY OF PALO ALTO or the members of the City
Council and elective or appointive officers or employees and
when acting within the scope of their employment or appoint-
ment ....
3. "The CITY OF PALO ALTO is named as a loss paye;; on
the property insurance policy described above."
Each liability insurance policy required by this Agreement
shall contain Clause I above and the following two clauses.
1. "The CITY OF PALO ALTO is added as an additional
insured as respects operations 0= the named insured at or
from the premiseRo"
2. "It is agreed that any insurance maintained by the
CITY OF PALO ALTO will apply in excess of, and not contribute
with, insurance provided by this policy.-
PARe agrees to deposit with CITY, on or before conveyance
ne~""",,,,cu:y co :;;"t:lsty CITY that the insurance provisions of
thi::; l' .. grcc:'U.cnt have been comftli~u with, and to keep such
insurance in effect and the certificates theref9re on
deposit with CITY.
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CITY shall retain the right at any tirn~ to review the
coverage, form, and amount of the insurance required hereby.
If, in the opinion of CITY's Risk Mana~er, the insurance
provisions in this Agreement do not provide adequate protection
for CITY and for members of the public using the demised
premises, CITY's Real Estate Division may require p~~c to
obtain insurance sufficient in coverage, form, and amount to
provide adequate protection. CITY's requirements shall be
reasonable but 3hall be designed to assure protection from
and against the kind and extent of the risk which exist at
the time a change in insurance is required.
CITY's Real Estate Division shall notify PAHC in
writing nf chAngps in the insurance require~entsj and if
PAHC doe.> not deposit copies of acceptable insurance policies
with CITY incorporating sch changes within sixty {60) days
of receipt of such notice, or in the event PAHC fails to
maintain in effect any required insurance coverage, this
Agreement shall be in default without further notice to
PARCo Such failure shall constitute a substantial breach of
this Agreement.
The procuring of such required policy of policies of
insurance shall not be construed to .l.ir.:tit. PAHe' s liab~lity
here~~der nor to fulfill the ind~~~ification provision and
require~ents of this Agreement. Notwithstanding said policy
or policies of insurance, PABC shall be obligated fo::: the
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full and total amount of any damage, injury, or loss caused
by negligence or neglect connected with this Agreel"ent or
with use or oc~upancy of the Premises.
9. Sale by PARCo If the CITY's opt.ion is extinguished
pursuant to Section 6.b(2) above, PARC may sell the PROPERTY;
provided, however, that in the event PARC sells the PROPERTY,
PARC shall pay to the CITY, upon close of escrow for such
sale of the PROPERTY by PABC, Twenty-Five Thousand Dollars
($25,000) adjusted pursuant to the cost-of-living index set
forth in Section lO.a below (WCITY'S FUTURE PAYMENT" herein).
10. Cost-of-Living Adjustment.
a. CITY'S FUTURE PAil-lENT. The CITY'S FUTURE
PAY~~NT shall be Twenty-Five Thousand Do~lars ($25,000)
adjusted by applying the Consumer Price Index for the San
Francisco-Oakland Bay Area {"CPl" herein) as publishec by
the U.S. Department of Labor, and any subsequent statistical
index which may be eesignated by the Federal Government to
provide such index. The $25,000 base pa2~ent payable to the
CITY u?on sale of the PROPERTY shC'~ll be adjusted by multiplying
such $25,000 base payment by the percentage by which the CPT
as of the first month following the close of escrow for the
rcpurchuse of th~ ~ROrERTY by the C!T~ pursuant tv sections 6
or 14 herein exceeds the CPI figure for the f~rst month
following the close of escrow for the sale of the PROPERTY
by the CIT'I to PAHC contemplatec herein.
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b. Tne PARC DEFICIT, if any, shall be adjusted
by the CPI by multiplying the PARe DEFICIT, if any, by the
percentage by which the CPI as of the first month following
the close of escrow for the repurch~~~ of the PROPERTY by
the CITY pursuant to Sections 6 and 14 herein exceeds the
CPI figure for the first month following th~ close of escrow
for the sale of the PROPERTY by the CITY to P~~C contemplated
herein. I 11. covenants to Run With the Land. This AgreD~ent
shall be recorded by the CITY as an encumbrance affecting
the PROPERTY. The covenants and conditions of this Agreement
shall be appurtenant conditions and easements which run with
the land and shall inure to the benefit of and shall bind
I all parties, persons, and entities claiming under them or
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using or occupying the PROPERTY unless an instrument signed
by both parties or their successors in ;nterest r~s been
whole or in part.
12. Conditions Precedent to Closing.
a. Condi tions for PARe ~ 'rhe obligations of PARC • pursuant to this Agreement are conditioned on th~ satis-
ractiun or written waiver by PARe of the followLng:
(I} Delivery of a grant deed by the CITY in
the form of Exhibit A attached hereto;
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(2) Issuance of a CLTA by TITLE COMPANY
subject only to the exceptions contained in the Preliminary
Ti.Lle ~€pc~t l.ssl.Jt?6 ny TITLE CC!"...P!'.NY d3.-t~t1 .. Tanuary 3] $ ] 980
and by liens and encumbrances recorded pursuant to the terms
of this transaction, including recordation of a first deed
of trust by a lender selected by PARC including PARe itself
securing a promissory note in the amount of Thirty-Eight
Thousand Dollars ($38,OOO).
b. Conditions for CITY. The obligations of CITY
pursuant to this Agreemen~ are conditioned on the satisfaction
or written waiver by CITY of the fo~lowing:
(Ii Pay-ment br Pl'.BC of 'Phirty-Five Thousand
DOllars (~3J,OUC} to CITY ~r~n ~lc~~ of escrow;
(2) Recording of this Agreement as an en cum-
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brar.ce to the PROPERTY.
13. Closing Costs. PARe shall pay all fees, transfer
taxes, title insurance premiums, and any other closing costs
arising from the sale of the PROPERTY by CITY to PARCo
14. Default by PARCo Each of the following events
co;-.stitutes a iuaterial breach and default by PAEC.
a, If foreclosure proceedings are commenced by
any holder of a mortgage or deed of trust against the
PROPERTY and PARe does not cure the default within sixty
(60) days of CO"Mlnencement af such proceedings.
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b. Failure to maintain the PROPERTY as set forth
in Section 8 3bove.
c. Use of the PROPERTY other than as provided in
section 5 above, unless prior written approval of CITY has
first been obtained.
d. Dissolution of PASCo
e. The filing by PARC of a voluntary petition in
bankruptcy, a petition for reorganization, arrangement or
other relief under the National Bankruptcy Act, or a voluntary
petition for the appcin~~ent of a receiver or for other
relief under the laws of cny state, or the making by PARe of
an assignment of all or substantially all of its assets for
the benefit of creditors.
f. The adjudication of PARC as a bankrupt or
insolvent, the appointment of a receiver of all or substan-
tially all of PARe's assets, or the entry of an order of the
:;:-('c::::g.~"i~"'t';"'n "f PARC under the National Bankruptcy Act, if
such adjudication, order or appointment is ~4de upon a
petition filed agai,',st PARC and is not, within sixty (60)
days after it is made, vacated or stayed on appeal or other-
wi::l8 ~ or if PAHC b'f;~ a,.'v action or failure to act signifies
lts approval thereof, consent thereto or acg~iesce~ce
therein ..
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15. Remedies.
a. Cumulative Remedies. Each and all of the
various rights, powers, options, recourses, and remedies
contained herein shall hp rnn~t~2~ a~ ~~~l~~~~~
of them as exclusive of the other or as exclusive of any
remedies allowed by law.
b. No Laches. No delay by CITY or PARe in
enforcing any right, power, option, recourse, or remedy
afforded by the express terms hereof or by law shall affect,
diminish, suspend, or exhaust any of such rights, powers,
options, recourses, or remedies u~less it is so expressly
provided herein.
c. In;unction. In thp-~vent of a breach or a
threatened breach of this Aqreement. either party ~hall fail
or refuse to perform stipulations hereof on their part, ther.
the other party at its option may, by suit, enforce specific
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performance by the defaulting party, the execution of a deed
as herein provided, and performance of any other act hereby
required of the defaulting party dncI~/or ITtay recover fro:::l
such defaulting party whatever damages they ~y have suffered
by reason of such default •
d. Repurchase OPtion. Upon any de~ault by PARe,
CITY may exercise its option to repurchase the PROPERTY
pursuant to Section 6 above, even if the CITY's option has
otherwise expired or been extinguished.
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16. Tune. Time is of the essence in this Agreement
and each provision hereof.
17. Attorneys' Fees. Should any litigation be com-
menced between the parties hereto concerning this Agreement
or the rights and duties in relation thereto, the party
prevailing in such litigation shall be entitled, in additior.
to such other relief as may be granted, to a reasonable sum
as and for its attorneys' fees in such litigation which
shall be determined by the court in such litigation or in a
separate action brought for that purpose.
lB. Entire Agreement. This instrument contains the
entire agreement between PARe and CITY regarding the sale of
PROPERTY, and any agreement or rGpresentation regarding the
sale of PROPER~Y or the duties of either PARe or CITY in
relatioi1 Lhereto n01: expressl.y set TC'rth ; n -this i!!stru..TU;-"'1t
~s null and void.
19. Bindina on Successors. This Agreement shall be
binding upon and shall inure to the benefit of the parties
2>]. ]\..mend.."':1cnt or Modificalloll.. This Agreemen~ may be
amended or modified by, and only by, a \-rritten instrument
executed by the parties.
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21. Law. This Agreement shall be governed by and con-
strued in accordance with the laws of the state of California.
IN WITNESS WHEREOF, the parties hereto set their hands
the day w,d year first-FlOOV-7 written.
7. ;-·""':."->I1!! ~ . .,. ~.' .~.7'" ..:~~:
~2<. ~-> (; __ ': Ut~.~~'~;-<
Ci t y A¢crney
APPROVED:
..----,
/ / C?--
PALO ALTO HOUSING CORPORATION,
a California Non-Profit Corporation
CITY OF P~LO ALTO
-/ L ,", / "D;"'i-r~e'-c-t:"o'"'-r-=-,--";B~u-a~' g-e-,'t~a-n-d'--~---''--'-
Resollr-ce Management
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F ?OO ~!~: 352
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CITY Of PALO ~LTa ACKNOWLEDGMENT
STATE Of CALIFORNIA, COliNTY OF
On CE?T;9 /e<-' , before me, the undersigned, a Notary Public in and for
said County and stat", personally appeared /-;J/-fiN !-{C/V"OL_=~.J.C//' known to
me to be the _,"-/~'"·:>--",l_~.a,-"y"-C""2 . .(J,,,.~ ____ of the City of Palo Alto, the !!1lJ1licipal
corporation that executed the within instrument on behalf of said municipal corporation,
and acknowledged to me that said municipal corporation executed the same.
WITNESS my hand and official seal.
CORPORATE ACKNOWLEUili-iEin
STATE GF CALIFORNIA, COUNTY OF CLl<yT 6' c:.:L.Ci'/-i-N 55:
On thi s /0 7//day of _-"._SL ... E",-:-~/!,::,,<-/ ____ ' 19 5Y'c) , before me, a Notary
Public in and for said County and StatE, personally appeared ,\U?~;ich/F
/21h ,,;~, known to me to be the _____________ -'pres1dent, and
known to be to be the _____________________ ~Secretary of the Corporation
that executed the within Instrument, known to me to be the per~ons who executed the
within Instrument pursuant to its by-laws or a resoiut10r. of its i;,oa.rd uj tii,,:c.t.;.,-:;..
Wnj~E5S my nand and ottl clal sea l.
t
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R~-o;-~ it Request of:
City of Palo Alto
250 Hamilton Ave.
Palo Alto. CA 94301
an4 when recorded return to:
Palo Alto Housing Corporation 467 Hamilton Ave. Palo Alto. CA 94301
GRANT DEED
F 700 ?!:: 354
A.P. No.: PRTN: 03-45-70
Project No.: CF-7/l5-80/30
Project; Sale of Property
1259 Pine Street
fOR'A VALUABLE CONSIDERATION. receipt of which is hereby acknOwler!aed, the City of Palo Alto, a municir~J ~~~r--3t~~" uues hereby GRANT to:
Palo A]to Housing Corpor""'~'l, A Cal1fornia Corporation
the real property in the City of Palo Alto, County of Santa Clara, State of
California described 1Sx in Exhibit Al attached hereto and made a part hereof subject to the covenants and conditions set forth in the • 1980
Contract of Sa Ie between Grantor and Grantee recorded on Lt '" I ~"1l __
111 Book Page , Official Recor<.'~. Santa CTara Cou~ty. ~ ~k'f?~y?~
I •
I
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Oated: ________________________ ___
F 700 ?!::: 355
Grantor:
City of Palo ';1 to, a
Municipal Corporation
By ______________________ _
STATE OF CAlIFORNIA; COUNTY OF SANTA CLARA: 55.
On , before me. the ~ndersigned, a Notary Public
in and for said County and State, personaiiy appeared, ________________________ ~
known to me to be the of the City of Palo Alto,
the IDunicipal corpor?t1~n that executed the within instrument on behalf of said
municipal ('JlrP'Orati0~;!I and aCKnC';!ledged to me that said municipal corpO'tatiofl
executed the sa~.
WITNESS mY hand and official seal.
Approved as to Fom
City Attur-'ru?!,Y
8y ________________________ ___
Approved as to Oescripti~n
Public Works~Engineering
Notary Public in and for said County and
State
Approved as to Content
Budget and Re~ource Management!
'Reai Estate Division
8y ______________________________ __
j
I I
LEGAL DESCRIPTION
A.P. NO.
0\1. u ••
3.45.73 & 3.45.70
CorLes
CHECKED BY; F. wi Ider ink
APPROVED BY~ J. Abler
DATE: January 9, 1980
~pqinnina at the northwp~t corner cf Let 1 of Bl~k 6. as shown
Thence
ThenC3
Thence
Thence
on that certain map entitled "Alb.a Park AdditionN re-
corded on December 18, 1905 in Book L of Maps at page
8, County of Santa Clara, State of California;
from said point of begin~ing at right anglb~ ~outherly
along the easterly line of Pine Street (60' wide)
90. o(f~
easterly at right angles and parallel to the southerly
line Df Community Lane (13' wide) 90.od;
northerly at right angles and parallel to the easterly
line of Pine street, 90.00' to a point on the south-
erly line of Ccmrr:wlity Lane;
westerly alon~ baid southeasterly line of Co~®unity
Lane, 90.00' to the point of beginning and being a
portionof Lots 1 ar.d 2 of ~~i~ B1~~ ~.
J !!:XRmlT~
EXHIB!T~
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COMMUNITY LANE
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w I z
CL ....... -
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F1ELDIIOOIt_t;.-tI<~ PROPERTY CONVE Y AN CE
PAGE ud!)1.n PTN. LOTS I Ii 2 BLK. 6,
"" ... w~", ::'K~ ALBA PARK ADDITIO~~ ~~ I ~ .£'il"E:>·~< J;. CITY OF PALO ALTO. CALI~RHII.
90' r-
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REV:5!01<
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1
Revised September 20, 2013
130920 dm 0131136
Ordinance No. XXXX
ORDINANCE OF THE COUNCIL OF THE CITY OF PALO ALTO AMENDING THE BUDGET
FOR FISCAL YEAR 2015 IN THE COMMERCIAL HOUSING IN-LIEU FUND TO RECOGNIZE
$73,000 IN ADDITIONAL PROCEEDS FROM THE SALE OF PROPERTY LOCATED AT 1259
PINE STREET AND TRANSFER AN ADDITIONAL APPROPRIATION OF $375,000 FROM
THE COMMERICAL HOUSING IN-LIEU FUND TO BE TRANSFERRED TO THE
RESIDENTIAL HOUSING IN-LIEU FUND FOR AN INTER-FUND LOAN FOR A PERIOD OF
ONE-YEAR FOR USE BY THE PALO ALTO HOUSING CORPORATION TO REHABILITATE
AND DEED RESTRICT THREE UNITS LOCATED AT 110-130 EL DORADO
The Council of the City of Palo Alto does ORDAIN as follows:
SECTION 1. The Council of the City of Palo Alto finds and determines as follows:
A. Pursuant to the provisions of Section 12 of Article III of the Charter of the City of
Palo Alto, the Council on June 16, 2014 did adopt a budget for Fiscal Year 2015; and
B. The Palo Alto Housing Corporation is the owner of property located at 2811-
2825 Alma/110-130 El Dorado, that provides low-income housing to Palo Alto residents;
and
C. The City’s Affordable Housing Fund Guidelines require that funds be used to
expand, preserve, or improve the supply of low and moderate income housing in the City as
defined by the City’s comprehensive plan and this project will help the City meet its
Regional Housing Needs Allocation (RHNA) requirement as mandated by the State of
California; and
D. In 1980, the City sold a single-family home located at 1259 Pine Street to the
Palo Alto Housing Corporation (PAHC) for the express purpose as lower income housing, a
use that PAHC has continuously maintained since that time. Given the high property values
in Palo Alto, equity in the 1259 Pine Street property can be utilized more efficiently to
address affordable housing needs elsewhere in Palo Alto. The PAHC has requested
approval from the City to sell a single-family property located at 1259 Pine Street of which
$73,000 will be paid to the City upon the close of escrow; and
E. The City’s proceeds from 1259 Pine Street ($73,000) in addition to a
supplemental appropriation of $302,000 from the Commercial Housing In-Lieu Fund, for a
total of $375,000, will be loaned to the Residential Housing In-Lieu Fund for the
rehabilitation and deed restricting of existing units located at 110-130 El Dorado.
SECTION 2. Therefore, the sum of Seventy Six Thousand Dollars ($73,000) is
hereby recognized in the Commercial Housing In-Lieu Fund as proceeds from the sale of
property located at 1259 Pine Street.
ATTACHMENT B
2
Revised September 20, 2013
130920 dm 0131136
SECTION 3. The sum of Three Hundred Seventy Five Thousand Dollars ($375,000) is
hereby appropriated in the Commercial Housing In-Lieu Fund as a transfer out to the
Residential Housing In-Lieu Fund as an inter-fund loan and the ending fund balance in the
Commercial Housing In-Lieu Fund is decreased by Three Hundred Seventy Five Thousand
Dollars ($375,000).
SECTION 4. The sum of Three Hundred Seventy Five Thousand Dollars ($375,000) is
hereby transferred in to the Residential Housing In-Lieu Fund.
SECTION 5. The sum of Three Hundred Seventy Five Thousand Dollars ($375,000) is
hereby appropriated in the Residential Housing In-Lieu Fund for the rehabilitation and deed
restriction of properties located at 110-130 El Dorado and the ending fund balance in the
Residential Housing In-Lieu Fund is decreased by Three Hundred Seventy Five Thousand
Dollars ($375,000).
SECTION 4. As specified in Section 2.28.080(a) of the Palo Alto Municipal Code, a
two-thirds vote of the City Council is required to adopt this ordinance.
SECTION 5. The Council of the City of Palo Alto hereby finds that this is not a project
under the California Environmental Quality Act and, therefore, no environmental impact
assessment is necessary.
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Revised September 20, 2013
130920 dm 0131136
INTRODUCED AND PASSED: Enter Date Here
AYES:
NOES:
ABSENT:
ABSTENTIONS:
NOT PARTICIPATING:
ATTEST:
____________________________ ____________________________
City Clerk Mayor
APPROVED AS TO FORM: APPROVED:
____________________________ ____________________________
Senior Assistant City Attorney City Manager
____________________________
Director of Administrative Services
____________________________
Director of Planning Community and
Environment
City of Palo Alto (ID # 5837)
City Council Staff Report
Report Type: Consent Calendar Meeting Date: 6/22/2015
City of Palo Alto Page 1
Summary Title: NCPA Professional Services Agreement
Title: Adoption of a Resolution Approving a Professional Services Agreement
Between the Northern California Power Agency and the Cities of Alameda,
Palo Alto, Santa Clara and Oakland, Acting by and Through its Board of Port
Commissioners, for Electric Transmission, Generation and Regulatory
Consulting Services for a One Year Contract Term
From: City Manager
Lead Department: Utilities
Recommendation
Staff recommends that Council adopt a resolution authorizing the City Manager, or his
designee, to execute the Professional Services Agreement between the Northern California
Power Agency and the Cities of Alameda, Palo Alto, Santa Clara and Oakland, acting by and
through its Board of Port Commissioners (the Port of Oakland) for Electric Transmission,
Generation and Regulatory Consulting Services for a one year contract term. The City’s share of
the cost of the contract is capped at $162,548 over the contract term.
Executive Summary
Since 2003, the Northern California Power Agency (NCPA) has provided contract management
services to the Cities of Palo Alto, Alameda and Santa Clara related to electric transmission
issues affecting the three cities. The three cities (collectively the Bay Area Municipal
Transmission Group, or BAMx) require consulting services unique from other NCPA members,
because of the BAMx members’ location in the Bay Area, an area that has electric transmission
constraints. This year the Port of Oakland expressed interest in joining BAMx and participating
in the consulting services. NCPA has a contract with Flynn Resource Consultants, Inc. (Flynn RCI)
to provide these professional consulting services to BAMx.
The current contract between NCPA and Flynn RCI expires on June 30, 2015. NCPA issued an
RFP for consulting services in April 2015 and selected Flynn RCI. NCPA has prepared a new
agreement for consulting services for Fiscal Year (FY) 2016. For consulting agreements executed
by NCPA on behalf of one, or a subset of, NCPA members, and to which the members are not a
party, NCPA requires that those members enter into a Professional Services Agreement with
NCPA. The renewal of this Professional Services Agreement with NCPA (Attachment B) is the
City of Palo Alto Page 2
subject of this report. Palo Alto’s share of the one year Flynn RCI contract will cost up to a
maximum of $162,548. One of the benefits from this contract is positioning the BAMx members
to critically review transmission projects that will result in increases in high voltage transmission
charges, which are estimated to increase over the next six years from $9.7 million to $12.9
million annually for Palo Alto.
Background
NCPA is a joint powers agency whose members are publicly owned electric utilities, including
Palo Alto (City). NCPA arranges for delivery of the City’s electric power on the electric
transmission system to the point of interconnection with the City’s distribution system and
manages electric resources that the City jointly owns with other NCPA members.
Following the 2000/2001 California electricity market crisis, the California Independent System
Operator (CAISO) initiated a major redesign of the electricity markets, in which the City
participated with the consulting assistance of Flynn RCI. The Cities of Palo Alto, Alameda, and
Santa Clara identified common interests in advocating for certain market design proposals, and
formed the group referred to as BAMx. Recognizing their need for technical and regulatory
consulting services, the BAMx members considered ways to reduce costs by sharing a
consultant. The options considered included forming a new joint powers agency that would
then retain a consultant; entering into three separate consulting agreements with one
consulting company; or working through NCPA. At the time the members decided that the best
alternative was to ask NCPA to provide the consulting services, thereby reducing administrative
costs and facilitating coordination with other NCPA members with common interests.
Subsequently, in 2003, the BAMx members requested that NCPA provide professional
consulting services related to electric transmission, power generation, regulatory issues, and
electric market design issues affecting the three cities. The wider NCPA membership was not
engaged in the issues of interest to BAMx, so on March 1, 2003 NCPA entered into a consulting
agreement with Flynn RCI to provide these services to the BAMx members.
Since March 2003, Flynn RCI has been representing BAMx in Bay Area electric transmission
expansion planning processes, at CAISO proceedings related to electric market design in
California, in filings at the Federal Energy Regulatory Commission, and in other regional electric
transmission planning venues. BAMx, through its consultant, has also advocated for improved
reliability of electricity transmission service in and to the Bay Area, has influenced the CAISO’s
electric transmission planning process to provide for more effective stakeholder participation,
and has persuaded the CAISO to take on the responsibility of forecasting the rapidly increasing
transmission access charges. BAMx has also had some success in influencing the transmission
interconnection process, thereby lowering the anticipated transmission access charge
increases.
Specific examples of recent activities that have resulted from the ongoing partnership between
BAMx, NCPA and Flynn are listed below:
Critical review of the transmission planning process that resulted in reductions in the
City of Palo Alto Page 3
BAMx members’ local capacity resource (LCR) requirements.
Participation in a California Public Utilities Commission (CPUC) regulatory proceeding
questioning the need for a major $750 million - $1 billion transmission project in
southern California. Had the transmission project been approved, the City’s share of its
cost, via transmission charges imposed for the City’s use of the electric grid, would have
been around $0.5 million annually. The CPUC recently dismissed the project.
Development of a transmission cost forecasting model that became the basis for a
CAISO forecasting model. The model provides information on the impacts of future
transmission projects to electric ratepayers.
Discussion
As the current contract expires on June 30, 2015, NCPA staff issued a request for proposals for
consulting services. There were two responses, with similar hourly rates, but only Flynn RCI
offered ongoing advocacy services. With the selection of Flynn RCI, in consultation with the
BAMx members, NPCA has prepared a new agreement to continue the consulting services from
Flynn RCI for FY 2016, and this agreement is provided for information in Attachment C. NCPA
also requires that the BAMx members execute a new Professional Services Agreement for FY
2016, which is the subject of this report and the attached Resolution.
The Professional Services Agreement between NCPA and the BAMx members (Attachment B)
states that NCPA is performing or providing these services at the request of the BAMx
members, and formalizes NCPA’s role in processing invoices from Flynn RCI and allocating the
monthly charges to each BAMx member. The allocation of charges between the BAMx
members is in proportion to each member’s share of energy delivered in the calendar year prior
to the contract term. For the contract period (July 1, 2015 through June 30, 2016), the City’s
share is 21.18% based on energy deliveries in calendar year 2014. While the total contract
amount will increase by $10,000 compared to last year, Palo Alto’s share will go down slightly
due to changes in energy deliveries in 2014 relative to the other BAMx members and the
addition of the Port of Oakland. The detailed cost allocation to the BAMx members is provided
in Table 1.
Table 1: Contract Cost Allocation
% Share Flynn Contract NCPA Admin Fee Total
Alameda 7.87%59,830$ 590$ 60,420$
Palo Alto 21.18%160,959$ 1,588$ 162,548$
Port of Oakland 1.76%13,391$ 132$ 13,524$
Santa Clara 69.19%525,819$ 5,189$ 531,008$
Total 100.00%760,000$ 7,500$ 767,500$
The agreement also contains provisions that limit NCPA’s liability and that of non-participating
NCPA members, which NCPA requires in all of its agreements.
The value to the City of participating in BAMx is the continued advocacy for fair and equitable
City of Palo Alto Page 4
electric market rules, beneficial electric transmission solutions, and effective stakeholder
participation in electric transmission planning processes. BAMx takes a lead role in advocating
for rigorous economic and needs analyses in the CAISO’s transmission planning proceedings to
build new transmission to potential renewable electric resource sites in remote locations. By
the CAISO’s own estimations this new transmission could increase the charge to electric utilities
for high voltage transmission access by 35-40% over the next six years. To put this in context
for Palo Alto, every $100 million in transmission investments in the CAISO increases the high
voltage transmission charge by six to seven cents, resulting in an increase in annual costs for
the City’s electric portfolio of $60-70,000 (about 0.6% of the City’s current 2015 estimated high
voltage transmission access cost of $9.7 million). In the CAISO’s most recent transmission
project status report there is approximately $4 billion in proposed transmission projects, which
could translate to a $2.6 million increase in Palo Alto’s annual costs.
Resource Impact
The City’s share of the Flynn RCI contract is incorporated into the Electric Fund’s proposed
budget for FY 2016. The Consulting Agreement between NCPA and Flynn RCI (Attachment C)
specifies a not-to-exceed contract amount of $760,000 for FY 2016. NCPA will also charge an
annual fee of $7,500 for monthly billing and contract preparation and review. The City’s share is
21.18% of the total cost, up to a maximum of $162,548 for the one-year contract term.
Policy Implications
Entering into this agreement does not create new policy, is consistent with existing policy, and
is consistent with the Utilities Strategic Plan’s focus on system reliability and cost control.
Environmental Review
The Council’s adoption of a resolution authorizing the City Manager to execute the attached
professional services agreement does not require review under the California Environmental
Quality Act, because it does not meet Public Resources Code Section 21065’s definition of a
“project”.
Attachments:
Attachment A: Draft Reso (PDF)
Attachment B: Professional Services Agreement with NCPA and BAMx (PDF)
Attachment C: FY16 Flynn RCI-NCPA Consulting Services Agreement (PDF)
NOT YET APPROVED
ATTACHMENT A
Resolution No. _______
Resolution of the Council of the City of Palo Alto Authorizing the City
Manager to Execute the Professional Services Agreement Between the
Northern California Power Agency and the Cities of Alameda, Palo Alto
and Santa Clara and the City of Oakland, acting by and through its Board
of Port Commissioners For Electric Transmission, Generation and
Regulatory Consulting Services
R E C I T A L S
A. The City of Palo Alto (“City”), a municipal utility and a chartered city, is a member of
the Northern California Power Agency (“NCPA”).
B. In 2003, Palo Alto, along with two other NCPA members, the Cities of Alameda and
Santa Clara, formed the Bay Area Municipal Transmission Group (“BAMx”) and requested that
NCPA provide professional consulting services related to electric transmission, power
generation, regulatory issues, and electric market design issues affecting the BAMx members.
C. Since 2003, NCPA has contracted with Flynn Resource Consultants, Inc. (“Flynn RCI”)
to provide these consulting services to the BAMx members.
D. The current contract between NCPA and Flynn RCI expires on June 30, 2015 and,
following a Request for Proposal, NCPA selected Flynn RCI to continue to provide these
consulting services for Fiscal Year (FY) 2016.
E. In 2015, the City of Oakland, acting by and through its Board of Port Commissioners
(the “Port of Oakland”) expressed a desire to join BAMx, and the BAMx members desired to
add the Port of Oakland to their membership (hereinafter, references to “BAMx” include the
Port of Oakland).
F. For consulting agreements executed by NCPA on behalf of one, or a subset of, NCPA
members, NCPA requires that those members enter into a Professional Services Agreement
with NCPA.
G. The Professional Services Agreement between the BAMx members and NCPA
specifies the terms and conditions under which NCPA will procure the requested professional
consulting services from Flynn RCI and allocate charges between the BAMx members.
050610 sdl 60513684
1
NOT YET APPROVED
The Council of the City of Palo Alto RESOLVES as follows:
SECTION 1. The Council authorizes the City Manager, or his designee, to execute the
Professional Services Agreement between the Northern California Power Agency and the Cities
of Alameda, Palo Alto and Santa Clara and the Port of Oakland for Electric Transmission,
Generation, and Regulatory Consulting services, in an amount not to exceed $162,548 for Palo
Alto’s share for the one year contract term.
SECTION 2. The Council finds that funds to cover the City’s share of the Flynn RCI
contract shall be allocated in the Electric Fund’s proposed budget for FY 2016.
SECTION 3. The Council finds that the adoption of this resolution does not require
review under the California Environmental Quality Act, because it does not meet Public
Resources Code Section 21065’s definition of a “project”.
INTRODUCED AND PASSED:
AYES:
NOES:
ABSENT:
ABSTENTIONS:
ATTEST:
__________________________ _____________________________
City Clerk Mayor
APPROVED AS TO FORM: APPROVED:
___________________________ _____________________________
Senior Deputy City Attorney City Manager
_____________________________
Director of Utilities
_____________________________
Director of Administrative Services
050610 sdl 60513684
2
1
BAMx PROFESSIONAL SERVICES AGREEMENT
PROFESSIONAL SERVICES AGREEMENT BETWEEN
NORTHERN CALIFORNIA POWER AGENCY
AND THE CITIES OF ALAMEDA, PALO ALTO AND SANTA CLARA
AND THE PORT OF OAKLAND
(THE "BAY AREA MUNICIPAL TRANSMISSION SERVICES AGREEMENT" OR "BAMx
AGREEMENT")
This Professional Services Agreement (“Agreement”) is made by and between the
NORTHERN CALIFORNIA POWER AGENCY (“NCPA”), a joint powers agency, the Cities of
Alameda, Palo Alto and Santa Clara, and the City of Oakland, acting by and through its Board of
Port Commissioners (“Port of Oakland”) (each referred to as a "Contracting Member" and jointly
referred to as “Contracting Members” or "BAMx Participants"). NCPA and the Contracting
Members are together sometimes referred to herein individually as a “Party” and collectively as
“the Parties.”
This Agreement is made as of ___________, 2015 (the “Effective Date”) in Roseville,
California.
Section 1. RECITALS
This Agreement is entered into based on the following facts, among others:
1.1 NCPA is a public agency created by a joint powers agreement established under
California law for the purpose of assisting its members in the efficient use of their common powers.
1.2 Contracting Members are engaged in, among other things, transmitting and
distributing electric power within their respective corporate limits. Contracting Members are also
each a member of NCPA. Contracting Members jointly desire that NCPA provide Contracting
Members with the Services described in this Agreement.
1.3 Article III, section 3 of the “Amended and Restated Northern California Power
Agency Joint Powers Agreement” (as amended and effective January 1, 2008) (hereinafter “JPA”)
entitled “Powers and Functions” provides that "none of the debts, liabilities or obligations of NCPA
shall be the debts, liabilities or obligations of any of the members of NCPA unless assumed in a
particular case by resolution of the governing body of the member to be charged." Notwithstanding
the foregoing, Article V, section 1 of the JPA entitled “General Provisions” provides that “[t]he
governing Commission of NCPA is authorized to procure public liability and other insurance as it
deems advisable to protect NCPA and each of the parties hereto, charging the cost thereof to the
operating costs of NCPA.”
1.4 Contracting Members desire to secure NCPA’s Services under this Agreement in a
manner that balances their interests and the interests of other NCPA members with the ongoing
financial viability and professional responsibilities of NCPA. Accordingly, Contracting Members
desire to secure NCPA’s Services under this Agreement by accepting a limited insurance based
recourse against NCPA, with the option of procuring additional insurance at Contracting Members'
ATTACHMENT B
2
BAMx PROFESSIONAL SERVICES AGREEMENT
sole expense. By so doing, the Parties thereby ensure that NCPA will substantially limit its risk for
the provision of such Services and allocates risks back to the Contracting Members in the event
NCPA is not adequately insured.
1.5 The Parties other than the Port of Oakland, have previously entered into a
professional services agreement for this same purpose dated as of July 1, 2014 (“the Prior
Agreement”) the term of which ends on June 30, 2015.
NOW THEREFORE, in consideration of the mutual covenants and promises set forth, NCPA
and Contracting Members agree as follows:
Section 2. DEFINITIONS
Whenever used in this Agreement with initial capitalization, these terms shall have the
following meanings as applicable, whether in the singular or plural:
2.1 “Good Utility Practice” shall mean any of the practices, methods and acts engaged
in or approved by a significant portion of the electric utility industry during the relevant time period,
or any of the practices, methods and acts which, in the exercise of reasonable judgment in light of
the facts known at the time the decision was made, could have been expected to accomplish the
desired result of the lowest reasonable cost consistent with good business practices, reliability,
safety and expedition and the requirements of the Northern American Electric Reliability
Corporation ("NERC") or Western Electric Coordinating Council ("WECC") Good Utility Practice is
not intended to be limited to the optimum practice, method, or act to the exclusion of all others, but
rather to be acceptable practices, methods, or acts generally accepted in the region.
2.2 “NCPA Members” shall mean the signatories to the JPA or those agencies which
have executed an Associate Member Agreement with NCPA.
2.3 “Stranded Costs” shall mean all costs incurred by NCPA in providing Services to
Contracting Members under this Agreement that could not reasonably be avoided by NCPA from
the date it receives a written Notice of Termination. Such costs may include, but not be limited to,
salary and employment costs, rent, utilities, or contracts incurred to provide Services under this
Agreement. In this regard, Contracting Members acknowledge that NCPA will be entering into
professional services agreements with third persons under the terms of this Agreement, and that
sums owing to such third persons may become Stranded Costs upon termination of this
Agreement.
2.4 “Uncontrollable Forces” shall mean any act of God, labor disturbance, act of the
public enemy, war, insurrection, riot, fire, storm, flood, earthquake, explosion, any curtailment,
order, regulation or restriction imposed by governmental, military or lawfully established civilian
authorities or any other cause beyond the reasonable control which could not be avoided through
the exercise of Good Utility Practice.
Section 3. SERVICES TO BE PROVIDED; AUTHORIZED REPRESENTATIVES; STANDARD
OF PERFORMANCE
3
BAMx PROFESSIONAL SERVICES AGREEMENT
3.1 This Agreement is entered into by the Parties in order for NCPA to provide services
to Contracting Members for the services described in Exhibit A hereto (“Services”). The Services
do not include supervision of the performance of any of the third persons with whom contracts are
entered into; such supervision shall be provided by the Contracting Members.
3.2 The following are the authorized representatives of the Parties (“Authorized
Representatives”) for contract administration purposes under this Agreement:
NCPA:
David Dockham, Dave.Dockham@ncpa.com
Assistant General Manager
Northern California Power Agency
651 Commerce Drive
Roseville, CA 95678
916-781-4207
Fax 916-781-4255
PALO ALTO:
Debra Lloyd, Debra.LLoyd@cityofpaloalto.org
Utilities Compliance Manager
City of Palo Alto
P.O. Box 10250
Palo Alto, CA 94303
650-329-2369
Fax: 650-326-1507
ALAMEDA:
Lindsay Battenberg, Battenberg@alamedamp.com
Energy Resource Analyst
Alameda Municipal Power
2000 Grand Street
P.O. Box H
Alameda, CA 94501-0263
510-814-6412
Fax 510-814-5618
SANTA CLARA:
Joyce Kinnear, JKinnear@SantaClaraCA.gov
Division Manager
1601 Civic Center Dr. # 201
Santa Clara, CA 95050
408-615-6656
Fax 408-261-2717
Port of Oakland:
Nicolas Procos, nprocos@portoakland.com
Manager of Utilities Administration
4
BAMx PROFESSIONAL SERVICES AGREEMENT
530 Water Street
Oakland, CA 94607
510-627-1167
Fax 510-763-8287
No Authorized Representative is authorized to amend any provision of this Agreement except
in accordance with Section 12.16.
3.3 Standard of Performance. NCPA will perform the Services using that level of skill
and attention reasonably required to complete the Services in a competent and timely manner.
3.4 Assignment of Personnel. NCPA shall assign only competent personnel to perform
Services pursuant to this Agreement. In the event that Contracting Members, in their sole
discretion, at any time during the term of this Agreement, jointly desire the reassignment of any
such persons, NCPA shall, immediately upon receiving notice from each Contracting Member of
such desire of the Contracting Members, reassign such person or persons.
3.5 Time. NCPA shall devote such time to the performance of Services pursuant to
this Agreement as may be reasonably necessary to meet the standard of performance provided in
Section 3.3, above and to satisfy NCPA’s obligations hereunder.
Section 4. TERM AND TERMINATION
4.1 Authorization to Perform Services. NCPA is not authorized to perform any Services
or incur any costs whatsoever under the terms of this Agreement until its receipt of a written
resolution and/or other appropriate/applicable authorization from each Contracting Member’s
governing body confirming each Contracting Member’s authority to enter into this Agreement and
confirming that each Contracting Member has allocated funds for and approved contract payments
to NCPA under this Agreement.
4.2 Term. The term of this Agreement shall begin on the Effective Date and shall end
on June 30, 2016.
4.3 Early Termination and Stranded Costs. This Agreement may be terminated by
either NCPA or by the Contracting Members, upon 30 days written notice to all other Parties
(“Notice of Termination”). Provided, however, that a Notice of Termination on behalf of the
Contracting Members shall be executed by each Contracting Member to be effective.
In the event of an early termination, Contracting Members shall pay NCPA for all fees and
costs required under this Agreement through the effective date of their Notice of Termination plus
all Stranded Costs. Upon payment of the above amounts, no Parties shall have any further
obligations under this Agreement except as otherwise set forth in Section 5.7 regarding the survival
of defense and indemnity obligations.
Section 5. INDEMNITY AND INSURANCE
5.1 Limitation of NCPA’s Liability.
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BAMx PROFESSIONAL SERVICES AGREEMENT
5.1.1 Except as provided in this section 5.1, NCPA shall not at any time be liable for
any injury or damage occurring to Contracting Members or any other person or property from any
cause whatsoever arising out of this Agreement.
5.1.2 The provisions of section 5.1.1 shall not apply where the injury or damage
occurring to Contracting Members is caused by the negligence of NCPA or of any employee, agent
or contractor of NCPA; provided that any liability under this subsection is limited to the extent of the
actual coverage and coverage limits of the NCPA insurance policies described in this Section 5.
5.1.3 Notwithstanding Section 5.1.2 above, the Contracting Members agree to
reimburse NCPA, in a timely manner, for all deductibles and/or self-insured retentions payable for
any claim, liability or damage arising out of this Agreement.
5.2 Indemnification of NCPA. Except as specified in Section 5.1.2 above, Contracting
Members shall, at their sole cost and expense, indemnify and hold harmless NCPA and all
associated, affiliated, allied, member and subsidiary entities of NCPA, now existing or hereinafter
created, and their respective officers, boards, commissions, employees, agents, attorneys, and
contractors (hereinafter referred to as “Indemnitees”), from and against any and all liability,
obligation, damages, penalties, claims, liens, costs, charges, losses and expenses (including,
without limitation, reasonable fees and expenses of attorneys, expert witnesses and consultants),
which may be imposed upon, incurred by or be asserted against the Indemnitees arising out of this
Agreement.
5.3 Defense of Indemnitees. In the event any action or proceeding shall be brought
against the Indemnitees by reason of any matter for which the Indemnitees are indemnified
hereunder, Contracting Members shall, upon reasonable prior written notice from any of the
Indemnitees, at Contracting Members' sole cost and expense, resist and defend the same with
legal counsel mutually selected by Indemnitee and the Contracting Members, unless mutual
selection of counsel is expressly prohibited by an applicable insurance policy; provided however,
that neither Indemnitee nor Contracting Members shall admit liability in any such matter or on
behalf of the other without express written consent, which consent shall not be unreasonably
withheld or delayed, nor enter into any compromise or settlement of any claim for which
Indemnitees are indemnified hereunder without prior express written consent. The Contracting
Members' duty to defend shall begin upon receipt of a written notice identifying with specificity the
allegations that give rise to this duty to defend.
5.4 Notice. The Parties shall give each other prompt notice of the making of any claim
or the commencement of any action, suit or other proceeding covered by the provisions of this
Section 5.
5.5 Insurance. During the term of the Agreement and prior to beginning any work
under this Agreement, NCPA shall maintain, or cause to be maintained, in full force and effect, and
at its sole cost and expense, the types and limits of insurance as are annually approved by the
governing Commission of NCPA. The types and limits of insurance that are applicable to this
Agreement are evidenced by list of insurance coverages which is attached hereto as Exhibit C.
NCPA warrants and represents that the types of insurance and coverage limits shown in Exhibit C
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BAMx PROFESSIONAL SERVICES AGREEMENT
are in full force and effect and shall remain so during the term of this Agreement unless NCPA
gives prior written notification (of not less than 15 days) of modification, cancellation or rescission
of such coverage.
5.6 Contracting Members' Acknowledgment of Option to Secure Additional Insurance.
The Contracting Members acknowledge that there are limitations on NCPA’s liability to the
Contracting Members under this Section 5 and that the Contracting Members may need to
purchase additional insurance of their own to cover the additional risks and the potential additional
liabilities they are assuming under this Agreement. Contracting Members agree that they will, with
respect to any additional insurance they obtain or which is otherwise available to Contracting
Members, cause their insurers to issue an endorsement providing a waiver of subrogation rights as
to Indemnitees.
5.7 Survival of Obligations. The defense and indemnity obligations of Section 5 shall
survive the termination of this Agreement.
Section 6. COMPENSATION
6.1 Charges and Reserves.
6.1.1. Monthly Charges. Charges for the Services provided hereunder shall be the
sum of (a) and (b) below, and shall be billed separately to each BAMx Participant in accordance
with Exhibit B:
(a) Six Hundred Twenty Five Dollars ($625) per month for services provided by
NCPA to the BAMx Participants under this Agreement; and
(b) Sixty Three Thousand Three Hundred Thirty Three Dollars ($63,333) per
month for services provided to the BAMx Participants directly by Flynn
Resource Consultants Inc., under the CONSULTING SERVICES
AGREEMENT BETWEEN THE NORTHERN CALIFORNIA POWER AGENCY
AND FLYNN RESOURCE CONSULTANTS INC., dated _____________,
2015.
6.1.2 Security Deposit. Contracting Members shall each maintain on deposit in its
General Operating Reserve Account held at NCPA the sum of Zero Dollars ($0) as security to
NCPA for liabilities NCPA could incur under this Agreement. Contracting Members hereby
authorize NCPA to reserve and commit this sum in its General Operating Reserve Account for the
payment of the aforementioned liabilities should same become necessary. Interest on monies held
by NCPA pursuant to this section shall be credited in accordance with the then standard practices
of NCPA relating to the General Operating Reserve Account.
Section 7. BILLING AND PAYMENT
7.1 Invoices. NCPA shall submit invoices to Contracting Members, not more often than
once a month during the term of this Agreement, for Services performed and reimbursable costs
incurred prior to the invoice date.
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BAMx PROFESSIONAL SERVICES AGREEMENT
7.2 Monthly Payment. Contracting Members shall make monthly payments, based on
invoices received, for Services performed, and for authorized reimbursable costs incurred.
Contracting Members shall have thirty (30) days from the receipt of an invoice that complies with all
of the requirements above to pay NCPA. Any amount due on a day other than a business day, i.e.,
any day except a Saturday, Sunday, or a Federal Reserve Bank holiday, may be paid on the
following business day.
If all or any portion of a bill is disputed by Contracting Members, the entire amount of the bill
shall be paid when due, and NCPA’S Authorized Representative shall be concurrently provided
written notice of the disputed amount and the basis for the dispute. NCPA shall reimburse any
amount determined to have been incorrectly billed, within ten (10) days after such determination.
Amounts which are not paid when due shall bear interest computed on a daily basis until paid
at the lesser of (i) the per annum prime rate (or reference rate) of the Bank of America NT & SA, or
its successor, then in effect, plus two per cent (2%) or (ii) the maximum rate permitted by law. The
provisions of this Section 7 shall survive expiration of this Agreement until satisfied.
7.3 Contracting Members shall pay for the Services pursuant to this Agreement.
Contracting Members shall not pay any additional sum for any expense or cost whatsoever
incurred by NCPA in rendering Services pursuant to this Agreement. Contracting Members shall
make no payment for any extra, further, or additional service pursuant to this Agreement.
In no event shall NCPA submit any invoice for an amount in excess of the maximum amount
of compensation provided above either for a task or for the entire Agreement, unless the
Agreement is modified prior to the submission of such an invoice by a properly executed change
order or amendment in accordance with this Agreement.
7.4 Hourly Fees. Fees for work performed by NCPA on an hourly basis shall not
exceed the amounts shown on the following fee schedule attached hereto as Exhibit B.
7.5 Reimbursable Expenses. Reimbursable expenses are specified in Exhibit B.
Expenses not listed in Exhibit B are not chargeable to Contracting Members. Reimbursable
expenses are included in the total amount of compensation provided under this Agreement that
shall not be exceeded.
7.6 Payment of Taxes. NCPA is solely responsible for the payment of employment
taxes incurred under this Agreement and any similar federal or state taxes.
7.7 Payment upon Termination. In the event that Contracting Members or NCPA
terminates this Agreement pursuant to Section 4, Contracting Members shall compensate the
NCPA for all outstanding costs and reimbursable expenses incurred for work satisfactorily
completed as of the date of written Notice of Termination. NCPA shall maintain adequate logs and
timesheets in order to verify costs incurred to that date.
7.8 Authorization to Perform Services. NCPA is not authorized to perform any Services
or incur any costs whatsoever under the terms of this Agreement until receipt of authorization from
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BAMx PROFESSIONAL SERVICES AGREEMENT
each of the Contracting Members’ Authorized Representative following receipt of the required
approvals under the terms of this Agreement.
7.9 The addresses of Contracting Members to which invoices shall be sent is:
Debra Lloyd
Utilities Compliance Manager
City of Palo Alto
P.O. Box 10250
Palo Alto, CA 94303
650-329-2369
Fax: 650-326-1507
Barry Leska
Assistant General Manager
Alameda Municipal Power
Energy Resource Planning
2000 Grand Street
P.O. Box H
Alameda, CA 94501-0263
510-814-5622
FAX 510-814-5618
Nicolas Procos, nprocos@portoakland.com
Manager of Utilities Administration
Port of Oakland
530 Water Street
Oakland, CA 94607
510-627-1167
Fax 510-763-8287
Bob Kazlauskas
City of Santa Clara
Attn: Electric Department
1500 Warburton Ave
Santa Clara, CA 95050
Bkazlauskas@svpower.com
408-615-6688
Fax: 408-261-2717
Section 8. STATUS OF NCPA; FACILITIES AND EQUIPMENT
8.1 Independent Contractor. At all times during the term of this Agreement, NCPA shall
be an independent contractor and shall not be an employee of Contracting Members. Contracting
Members shall have the right to control NCPA only insofar as the results of NCPA'S Services
rendered pursuant to this Agreement and assignment of personnel pursuant to Section 3.4;
however, otherwise Contracting Members shall not have the right to control the means by which
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BAMx PROFESSIONAL SERVICES AGREEMENT
NCPA accomplishes Services rendered pursuant to this Agreement. Notwithstanding any other
agency, state, local or federal policy, rule, regulation, law, or ordinance to the contrary, NCPA and
any of its employees, agents, and subcontractors providing Services under this Agreement shall
not qualify for or become entitled to, and hereby agree to waive any and all claims to, any
compensation, benefit, or any incident of employment by Contracting Members, including but not
limited to eligibility to enroll in the California Public Employees Retirement System (PERS) as an
employee of Contracting Member and entitlement to any contribution to be paid by Contracting
Members for employer contributions and/or employee contributions for PERS benefits.
8.2 Facilities and Equipment. The facilities and equipment that may be necessary to
perform the Services required by this Agreement shall be provided as follows: None.
Section 9. UNCONTROLLABLE FORCES
9.1 Obligations of the Parties, other than those to pay money when due, shall be
excused for so long as and to the extent that failure to perform such obligations is due to an
Uncontrollable Force; provided, however, that if either Party is unable to perform due to an
Uncontrollable Force, such Party shall exercise due diligence to remove such inability with
reasonable dispatch. Nothing contained in this Agreement shall be construed as requiring a Party
to settle any strike, lockout, or labor dispute in which it may be involved, or to accept any permit,
certificate, contract, or any other service agreement or authorization necessary for the performance
of this Agreement which contains terms and conditions which a Party determines in its good faith
judgment are unduly burdensome or otherwise unacceptable.
9.2 Each Party shall notify the other promptly, by telephone to the other Party’s
operating personnel and Authorized Representative identified in Section 3.2, upon becoming aware
of any Uncontrollable Force which may adversely affect the performance under this Agreement. A
Party shall additionally provide written notice in accordance with Section 12.8 to the other Party
within 24 hours after providing. Each Party shall notify the other promptly, when an Uncontrollable
Force has been remedied or no longer exists.
Section 10. LEGAL REQUIREMENTS
10.1 Governing Law. The laws of the State of California shall govern this Agreement,
without regard for the choice of law doctrine.
10.2 Compliance with Applicable Laws. NCPA and any subcontractors shall comply with
all laws applicable to the performance of the Services hereunder.
10.3 Other Governmental Regulations. To the extent that this Agreement may be
funded by fiscal assistance from another governmental entity, NCPA and any subcontractors shall
comply with all applicable rules and regulations to which Contracting Member is bound by the
terms of such fiscal assistance program.
10.4 Licenses and Permits. NCPA represents and warrants to Contracting Member that
NCPA and its employees, agents, and any subcontractors have all licenses, permits, qualifications,
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BAMx PROFESSIONAL SERVICES AGREEMENT
and approvals of whatsoever nature that is legally required to practice their respective professions.
NCPA represents and warrants to Contracting Member that NCPA and its employees, agents, any
subcontractors shall, at their sole cost and expense, keep in effect at all times during the term of
this Agreement any licenses, permits, and approvals that are legally required to practice their
respective professions.
10.5 Nondiscrimination and Equal Opportunity. NCPA shall not discriminate, on the
basis of a person’s race, religion, color, national origin, age, physical or mental handicap or
disability, medical condition, marital status, sex, or sexual orientation, against any employee,
applicant for employment, subcontractor, bidder for a subcontract, or participant in, recipient of, or
applicant for any services or programs provided by NCPA under this Agreement. NCPA shall
comply with all applicable federal, state, and local laws, policies, rules, and requirements related to
equal opportunity and nondiscrimination in employment, contracting, and the provision of any
services that are the subject of this Agreement, including but not limited to the satisfaction of any
positive obligations required of NCPA thereby.
NCPA shall include the provisions of this Subsection in any subcontract approved by
Contracting Members' Authorized Representatives or permitted by this Agreement.
Section 11. KEEPING AND STATUS OF RECORDS.
11.1 Records Created as Part of NCPA’s Performance. All reports, data, maps, models,
charts, studies, surveys, photographs, memoranda, plans, studies, specifications, records, files, or
any other documents or materials, in electronic or any other form, that NCPA prepares or obtains
pursuant to this Agreement and that relate to the matters covered hereunder shall be the property
of the Contracting Members. NCPA hereby agrees to deliver those documents to the Contracting
Members upon termination of the Agreement. It is understood and agreed that the documents and
other materials, including but not limited to those described above, prepared pursuant to this
Agreement are prepared specifically for the Contracting Members and are not necessarily suitable
for any future or other use. Contracting Members and NCPA agree that, until final approval by
Contracting Members, all data, plans, specifications, reports and other documents are confidential
and will not be released to third parties without prior written consent of both Parties, except as may
otherwise be required by applicable law.
11.2 NCPA’s Books and Records. NCPA shall maintain any and all ledgers, books of
account, invoices, vouchers, canceled checks, and other records or documents evidencing or
relating to charges for services or expenditures and disbursements charged to the Contracting
Members under this Agreement for a minimum of three (3) years, or for any longer period required
by law, from the date of final payment to the NCPA to this Agreement.
11.3 Inspection and Audit of Records. Any records or documents that Section 11.2 of
this Agreement requires NCPA to maintain shall be made available for inspection, audit, and/or
copying at any time during regular business hours, upon oral or written request of the Contracting
Member. Under California Government Code Section 8546.7, if the amount of public funds
expended under this Agreement exceeds TEN THOUSAND DOLLARS ($10,000.00), the
Agreement shall be subject to the examination and audit of the State Auditor, at the request of any
Contracting Member or as part of any audit of any of the Contracting Members, for a period of
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BAMx PROFESSIONAL SERVICES AGREEMENT
three (3) years after final payment under the Agreement.
11.4 Confidential Information and Disclosure. During the term of this Agreement, any
Party (“Disclosing Party”) may disclose confidential, proprietary or trade secret information (the
“Information”), to another Party (“Receiving Party”). All such Information made available in a
tangible medium of expression (such as, without limitation, on paper or by means of magnetic
tapes, magnetic disks or other computer media) shall be marked in a prominent location to indicate
that it is the confidential, proprietary and trade secret information of Disclosing Party at the time of
disclosure to Receiving Party. Receiving Party shall hold Disclosing Party’s Information in
confidence and shall take all reasonable steps to prevent any unauthorized possession, use,
copying, transfer or disclosure of such Information. Receiving Party shall not attempt to reverse
engineer or in any manner create any product or information which is similar in appearance to or
based on the Information provided by Disclosing Party. Receiving Party shall not disclose
Disclosing Party’s Information to any person other than Receiving Party’s employees, agents,
contractors and subcontractors who have a need to know in connection with this Agreement.
Receiving Party’s confidentiality obligations hereunder shall not apply to any portion
of Disclosing Party’s Information which:
(a) Has become a matter of public knowledge other than through an act or omission of
Receiving Party;
(b) Has been made known to Receiving Party by a third party in accordance with such
third party’s legal rights without any restriction on disclosure;
(c) Was in the possession of Receiving Party prior to the disclosure of such
Information by Disclosing Party and was not acquired directly or indirectly from the
other Party or any person or entity in a relationship of trust and confidence with the
other Party with respect to such Information;
(d) Receiving Party is required by law to disclose; or
(e) Has been independently developed by Receiving Party from information not
defined as "Information" in this Agreement, as evidenced by Receiving Party's
written records.
Receiving Party shall return or destroy Disclosing Party’s Information (including all copies
thereof) to Disclosing Party promptly upon the earliest of any termination of this Agreement or the
Disclosing Party’s written request. Notwithstanding the foregoing, Receiving Party may retain one
copy of such Information solely for archival purposes, subject to the confidentiality provisions of this
Agreement. The parties understand that each Party is a public entity and is subject to the laws that
may compel either to disclose information about the other’s business.
Section 12. MISCELLANEOUS PROVISIONS
12.1 Attorneys’ Fees. If a Party to this Agreement brings any action, including an action
for declaratory relief, to enforce or interpret the provisions of this Agreement, the prevailing Party
shall be entitled to reasonable attorneys’ fees in addition to any other relief to which that Party may
be entitled. The court may set such fees in the same action or in a separate action brought for that
purpose.
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BAMx PROFESSIONAL SERVICES AGREEMENT
12.2 Venue. In the event that either Party brings any action against the other under this
Agreement, the Parties agree that trial of such action shall be vested exclusively in the state courts
of California in the County of Placer or in the United States District Court for the Eastern District of
California.
12.3 Severability. If any provision of this Agreement shall be determined by a court of
competent jurisdiction to be invalid, void or unenforceable, or if any provision of this Agreement is
rendered invalid or unenforceable by federal or state statute or regulation, but the remaining
portions of the Agreement can be enforced without failure of material consideration to any Party,
then the remaining provisions shall continue in full force and effect. To that end, this Agreement is
declared to be severable. Provided, however, that in the event any provision is declared to be
invalid, void or unenforceable, any Party may terminate this Agreement upon 10 days written notice
given within five (5) days of receipt of notice of final entry of judgment.
12.4 No Implied Waiver of Breach. The waiver of any breach of a specific provision of
this Agreement does not constitute a waiver of any other breach of that term or any other term of
this Agreement.
12.5 Successors and Assigns. The provisions of this Agreement shall inure to the
benefit of and shall apply to and bind the successors and assigns of the Parties.
12.6 Use of Recycled Products. NCPA shall endeavor to prepare and submit all reports,
written studies and other printed material on recycled paper to the extent it is available at equal or
less cost than virgin paper.
12.7 Conflict of Interest. NCPA shall not employ any Contracting Members' official or
employee in the work performed pursuant to this Agreement. No officer or employee of
Contracting Member shall have any financial interest in this Agreement that would violate California
Government Code Sections 1090 et seq.
12.8 Notices. Unless this Agreement requires otherwise, any notice, demand or request
provided for in this Agreement, or served, given or made shall become effective when delivered in
person, or sent by registered or certified first class mail, to the persons specified below:
NCPA:
David Dockham
Assistant General Manager – Power Management
Northern California Power Agency
651 Commerce Drive
Roseville, CA 95678
With a copy to:
Michael F. Dean
General Counsel, Northern California Power Agency
c/o Meyers Nave
555 Capitol Mall, Suite 1200
Sacramento, CA 95814
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BAMx PROFESSIONAL SERVICES AGREEMENT
PALO ALTO:
Valerie Fong, Utilities Director
City of Palo Alto
P.O. Box 10250
Palo Alto, CA 94303
With a copy to:
Jessica Mullen, Deputy City Attorney
City of Palo Alto
c/o City Attorney’s office
P.O. Box 10250
Palo Alto, CA 94303
ALAMEDA:
Glenn O. Steiger, General Manager
Alameda Municipal Power
2000 Grand Street
P.O. Box H
Alameda, CA 94501-0263
With a copy to:
Andrico Penick
Alameda Office of the City Attorney
City of Alameda
2263 Santa Clara Avenue, Room 280
Alameda, CA 94501
PORT OF OAKLAND:
Nicolas Procos, nprocos@portoakland.com
Manager of Utilities Administration
Port of Oakland
530 Water Street
Oakland, CA 94607
510-627-1167
Fax 510-763-8287
With a copy to:
Donnel Choy
Deputy Port Attorney
Port of Oakland
530 Water Street, 4th Floor
Oakland, CA 94607
SANTA CLARA:
Joyce Kinnear, Division Manager
City of Santa Clara
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BAMx PROFESSIONAL SERVICES AGREEMENT
1500 Warburton Ave
Santa Clara, CA 95050
With a copy to:
Richard Nosky, City Attorney
City of Santa Clara
1500 Warburton Ave
Santa Clara, CA 95050
Whenever it is required, permitted, or desired in this Agreement that written notice or demand
be given by any Party to any other Party, such notice or demand may be either personally served
or sent by United States Mail, or facsimile. Notice shall be deemed to have been given when
personally served, when deposited in the United States Mail, certified or registered with postage
prepaid and properly addressed, or when transmitted by facsimile provided however, notices
delivered by facsimile shall only be effective if delivered during regular business hours on a day
that is considered a regular business day for NCPA by the involved Parties.
12.9 Integration; Incorporation. This Agreement, including all the exhibits attached
hereto, represents the entire and integrated agreement between Contracting Members and NCPA
relating to the subject matter of this Agreement, and supersedes all prior negotiations,
representations, or agreements, either written or oral. All exhibits attached hereto are incorporated
by reference herein.
12.10 Dispute Resolution. If any dispute arises between the Parties that cannot be
settled after engaging in good faith negotiations, Contracting Members and NCPA agree to resolve
the dispute in accordance with the following:
12.10.1 Each Party shall designate a senior management or executive level
representative to negotiate any dispute;
12.10.2 The representatives shall attempt, through good faith negotiations, to resolve the
dispute by any means within their authority.
12.10.3 If the issue remains unresolved after sixty (60) days of good faith negotiations,
despite having used their best efforts to do so, either Party may pursue whatever other remedies
may be available to it.
12.10.4 This informal resolution process is not intended to nor shall be construed to
change the time periods for filing a claim or action specified by Government Code § 900, et seq.
12.11 Other Agreements. This Agreement is not intended to modify or change any other
agreement between any of the Parties, individually or collectively. Without limiting the generality of
the foregoing, this Agreement does not amend or extend the Prior Agreement.
12.12 Counterparts. This Agreement may be executed in multiple counterparts, each of
which shall be an original and all of which together shall constitute one agreement.
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BAMx PROFESSIONAL SERVICES AGREEMENT
12.13 Obligations of Contracting Members Joint and Several; No Joint Venture. The
duties, obligations and liabilities of the Contracting Members, including the obligations to make
payments to NCPA, are intended to be joint and several. Provided that nothing contained in this
Agreement shall be construed to create an association, trust, partnership or joint venture or to
impose a trust or partnership duty, obligation or liability on or with regard to the Contracting
Members.
12.14 Effect of Section Headings. Section headings and subheadings appearing in this
Agreement are inserted for convenience only and shall not be construed as interpretation of text.
12.15 Authority of Signatories. The signatories hereby represent that they have been
appropriately authorized to execute this Agreement on behalf of the Party for whom they sign.
12.16 Amendments. The Parties may amend this Agreement only by a writing signed by
all the Parties following each Party’s receipt of written resolution/authorization from their governing
bodies, which resolutions/authorizations shall be condition precedents to any amendments of this
Agreement and shall be attached as exhibits to this Agreement.
The Parties have executed this Agreement as of the Effective Date.
Northern California Power Agency
________________________________
RANDY S. HOWARD, General Manager
Attest:
________________________________
Assistant Secretary of the Commission
Approved as to Form:
________________________________
General Counsel
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BAMx PROFESSIONAL SERVICES AGREEMENT
CONTRACTING MEMBERS:
CITY OF ALAMEDA Approved as to Form:
By: ____________________________ By:_______________________________
Its:_____________________________ City Attorney
CITY OF PALO ALTO Approved as to Form:
By: ____________________________ By:_______________________________
Its:_____________________________ City Attorney
CITY OF SANTA CLARA Approved as to Form
By: ____________________________ By:_______________________________
Its:_____________________________ City Attorney
PORT OF OAKLAND Approved as to Form
By: ____________________________ By:_______________________________
Its:_____________________________ Port Attorney
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BAMx PROFESSIONAL SERVICES AGREEMENT
EXHIBIT A
Scope of Services
NCPA shall perform the following Services on behalf Contracting Members:
NCPA will enter into a contract with Flynn Resource Consulting Inc. ("Consultant") on behalf of
Contracting Members. In general Consultant will provide services including monitoring, meeting
participation, coordinating with affected or other participating parties, and, as necessary, preparing
and submitting formal position submittals for the following activities:
1. Grid Planning Activities
CAISO/PG&E annual transmission expansion planning process
Support or oppose specific transmission additions
Greater Bay Area long term studies
CAISO local capacity technical study process
Other regional and sub-regional transmission planning activities
CAISO Tariff and BPM Change Management Process
Generator Interconnection Procedure
Transmission cost allocation
Impacts due to potential generation retirements
Transmission for renewables
CTPG planning process
Tracy to Bay development activities
Integration requirements for renewables
2. CPUC and CEC transmission matters
Integrated Energy Policy Report
Resource adequacy issues
Renewable Portfolio Standard issues
Long Term Procurement issues
Approval of CPCNs for new transmission lines
3. California Market Design Activities
CAISO markets proceedings and implementation matters
Resource Adequacy / Local Capacity/ Flexible Capacity/ Deliverability
LMP congestion and losses incidence and impacts
4. Communicate Regularly with BAMx Members
Client meetings, telephone conferences and written summaries of activities on key
issues.
NCPA will accept invoices from Consultant and transmit them to Contracting Members for their
review, and if acceptable, the Contracting Members will direct payment by NCPA. Such payment
direction shall be provided by each Contracting Member as designated in Section 12.8 of this
agreement, in writing, utilizing appropriate approval forms as shall be developed and/or revised by
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BAMx PROFESSIONAL SERVICES AGREEMENT
NCPA from time to time. An example of such form is included in Exhibit D of this agreement.
NCPA will prepare invoices indicating the share of Consultant's costs to be paid by each
Contracting Member along with the appropriate charges by NCPA for its services; however, as
provided in the Agreement, each Contracting Member is jointly and severally liable for the entirety
of any amounts billed under this Agreement. NCPA will then pay Consultant utilizing Contracting
Members' funds.
Contracting Members will be solely responsible for payment of the Consultant’s invoices, as
well as determining whether or not the professional services have been satisfactorily performed.
The "Services" under this Agreement by NCPA to Contracting Members are limited to the
contracting for services with Consultant and billing/payment function.
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BAMx PROFESSIONAL SERVICES AGREEMENT
EXHIBIT B
COMPENSATION SCHEDULE AND HOURLY FEES
Compensation for all tasks, including hourly fees and expenses, shall not exceed $760,000.
The hourly and monthly rates and or compensation break down and an estimated amount of
expenses is as follows:
B-1 Monthly Charges for Services provided by NCPA for billing and contract preparation
under this Agreement shall be allocated to each BAMx Participant in proportion to each
BAMx Participant’s proportionate share of energy delivered in CY2014 as derived from the
2015-2016 NCPA Annual Budget, as reflected in Table 1 below. The total charge for these
services shall be Six Hundred Twenty Five Dollars per month.
B-2 Monthly Charges invoiced by Flynn Resource Consultants Inc to NCPA for services
provided to the BAMx Participants under the CONSULTING SERVICES AGREEMENT
BETWEEN THE NORTHERN CALIFORNIA POWER AGENCY AND FLYNN RESOURCE
CONSULTANTS INC., dated ______________, 2015 shall be allocated to each BAMx
Participant in proportion to each BAMx Participant’s proportionate share of energy
delivered in CY2014 as derived from the 2015-2016 NCPA Annual Budget, as reflected in
Table 1 below.
Compensation to Flynn Resource Consultants Inc. for all tasks, including hourly fees and
expenses, shall not exceed Seven-Hundred and Fifty Thousand Dollars ($760,000). The
hourly rates and or compensation break down and an estimated amount of expenses is as
follows:
Flynn Resource Consultants Inc. hourly rates for services are listed below.
Labor Category Hourly Rate
Principal $280-300 per hour
Managing Consultant $260-280 per hour
Senior Consultant $220-260 per hour
Consultant $180-220 per hour
Associate Consultant $140-180 per hour
Analyst $100-140 per hour
Support Services $65 per hour
Travel, food, and miscellaneous expenses, except automobile mileage, associated with the
provision of services hereunder shall be billed at cost. Automobile mileage will be billed at
the rate approved by the Internal Revenue Service.
For any month in which specialized modeling software is used to perform services under
this agreement, the following charges shall apply:
Power flow modeling - $260/month
Short circuit modeling – $775/month
OASIS Data - $1,000/month
20
BAMx PROFESSIONAL SERVICES AGREEMENT
Market modeling - $3,850/month
TABLE 1 Proportionate Share of Energy Delivered
MWH % Share
Alameda Municipal Power 363,734 7.872%
Palo Alto 978,546 21.179%
Port of Oakland 81,413 1.762%
Silicon Valley Power 3,196,694 69.187%
4,620,387 100.000%
21
BAMx PROFESSIONAL SERVICES AGREEMENT
EXHIBIT C
Insurance Maintained by NCPA
WORKERS’ COMPENSATION INSURANCE $1,000,000
EXCESS LIABILITY INSURANCE $35,000,000
AUTOMOBILE INSURANCE $1,000,000
22
BAMx PROFESSIONAL SERVICES AGREEMENT
EXHIBIT D
Bay Area Municipal Transmission Services Agreement (BAMX)
Participants Transmittal
Payment Voucher
For the Period: _________________
To: Northern California Power Agency VIA PDF EMAIL
651 Commerce Drive
Roseville, California 95678
Attention: Accounts Payable (*AcctsPayable@ncpa.com)
From: Contracting Members – The Cities of Alameda, Palo Alto and Santa Clara, and Port of
Oakland (each referred to as a "Contracting Member" and jointly referred to as “Contracting
Members” or "BAMx Participants")
I the undersigned hereby certify that I am authorized to approve payment of the ATTACHED billing
statement and or invoice(s) and do hereby approve payment thereof by the Billing Agent (Northern
California Power Agency) as indicated below:
For City of Alameda: _____________________________ _______________
Name Date
No exceptions.
With the deduction of the following exceptions:
For City of Palo Alto: _____________________________ _______________
Name Date
No exceptions.
With the deduction of the following exceptions:
For Port of Oakland: _____________________________ _______________
Name Date
No exceptions.
With the deduction of the following exceptions:
For City of Santa Clara: ___________________________ _______________
(Silicon Valley Power) Name Date
No exceptions:
t With the deduction of the following exceptions:
CONSULTING SERVICES AGREEMENT BETWEEN
THE NORTHERN CALIFORNIA POWER AGENCY AND
FLYNN RESOURCE CONSULTANTS INC.
This agreement for consulting services (“Agreement”) is entered into on ______________, 2015
(the “Effective Date”) between the NORTHERN CALIFORNIA POWER AGENCY, a public joint powers
agency, with offices located at 651 Commerce Drive, Roseville, CA, 95678-6420 (“Agency”) and Flynn
Resource Consultants Inc., (“Consultant”) (together sometimes referred to as the “Parties”).
Section 1. SERVICES. In accordance with the terms and conditions set forth in this Agreement,
Consultant agrees to perform all services described in the Scope of Work attached as Exhibit A. In the
event of a conflict in or inconsistency between the terms of this Agreement and Exhibit A, this Agreement
shall prevail.
1.1 BAMX Members. NCPA is entering into this agreement with Consultant at the request of
certain of its members, the cities of Alameda, Palo Alto, Santa Clara and Oakland, acting
by and through its Board of Port Commissioners (“Port of Oakland”) (“the BAMx
Members”), so that NCPA may provide professional consulting services related to electric
transmission, power generation, regulatory issues, and electric market design issues
affecting the BAMx Members. NCPA's provision of these services is further addressed in
the Professional Services Agreement Between Northern California Power Agency and the
Cities of Alameda, Palo Alto, Santa Clara and Port of Oakland (the "Bay Area Municipal
Transmission Services Agreement" or "BAMx Agreement").
1.2 Term of Services. This Agreement shall begin on the Effective Date and shall terminate
when Consultant completes the work described in Exhibit A, or on June 30, 2016,
whichever occurs first, unless the term of the Agreement is otherwise terminated or
modified, as provided for herein.
1.3 Standard of Performance. Consultant shall diligently perform all services required in
connection with this Agreement in the manner and according to the standards observed by
a competent practitioner of the profession in which Consultant is engaged in the
geographical area in which Consultant practices its profession.
1.4 Assignment of Personnel. Consultant shall assign only competent personnel to perform
services in connection with this Agreement.
1.5 Termination. Agency may cancel this Agreement, after consultation with the BAMx
Representatives as defined by Exhibit A, at any time and without cause upon written
notification to Consultant. In the event of termination, Consultant shall be entitled to
compensation for services satisfactorily completed as of the date of written notice of
termination; Agency, however, may condition payment of such compensation upon
Consultant delivering to Agency documents and records identified in Section 8.1 of this
Agreement.
Section 2. COMPENSATION. Agency hereby agrees to pay Consultant an amount NOT TO
EXCEED Seven-Hundred and Sixty Thousand Dollars ($760,000) for all work set forth in Exhibit A, in
accordance with the Consultant’s fee schedule and reimbursable expenses which is attached as Exhibit B,
ATTACHMENT C
Consulting Services Agreement between
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and made a part of this Agreement. In the event of a conflict between this Agreement and Consultant’s
proposal regarding the amount of compensation, this Agreement shall prevail.
2.1 Invoices. Consultant shall submit invoices once a month during the term of this
Agreement, based on the cost for services performed and reimbursable costs incurred
prior to the invoice date to:
Northern California Power Agency
651 Commerce Drive
Roseville, California 95678
Attn: Accounts Payable
2.2 Payment. Agency shall make monthly payments, based on invoices received, for services
satisfactorily performed, and for authorized reimbursable costs incurred.
2.3 Hourly Fees / Reimbursable Expenses. If applicable, fees for work performed by
Consultant on an hourly basis shall not exceed the amounts shown on the fee schedule
attached to this Agreement as Exhibit B. Reimbursable expenses are specified in Exhibit
B.
2.4 Payment of Taxes. Consultant is solely responsible for the payment of employment taxes
incurred under this Agreement and any similar federal or state taxes.
Section 3. INSURANCE REQUIREMENTS. Before beginning any work under this Agreement,
Consultant, at its own cost and expense, shall procure the types and amounts of insurance listed below for
the period covered by the Agreement.
3.1 Workers’ Compensation. If Consultant employs any person, Consultant shall maintain
Statutory Workers’ Compensation Insurance and Employer’s Liability Insurance for any
and all persons employed directly or indirectly by Consultant with limits of not less than
ONE MILLION DOLLARS ($1,000,000.00) per accident.
3.2 Commercial General and Automobile Liability Insurance.
3.2.1 Commercial General Insurance. Consultant shall maintain commercial general
liability insurance for the term of this Agreement, including products liability,
covering any loss or liability, including the cost of defense of any action for bodily
injury, death, personal injury and property damage which may arise out of the
operations of the consultant. The policy shall provide a minimum limit of
$1,000,000 per occurrence/$2,000,000 aggregate.
3.2.2 Automobile Liability. If Consultant owns any automobiles, Consultant shall
maintain automobile liability insurance for the term of this Agreement covering any
loss of liability, including the cost of defense of any action, arising from the
operation, maintenance or use of any vehicle owned by the Consultant, on or off
Agency premises. Consultant shall maintain automobile liability insurance for the
term of this Agreement covering any loss of liability, including the cost of defense
of any action, arising from the operation, maintenance or use of any vehicle not
Consulting Services Agreement between
NORTHERN CALIFORNIA POWER AGENCY and Flynn Resource Consultants Inc. Page 3 of 11
owned by the Consultant, on or off Agency premises. The policy shall provide a
minimum limit of $1,000,000 per each accident. This insurance shall provide
contractual liability covering all motor vehicles and mobile equipment to the extent
coverage may be excluded from general liability insurance.
3.2.3 General Liability/Umbrella Coverage. The coverage amounts set forth above
may be met by a combination of underlying and umbrella policies so long as in
combination the limits equal or exceed those stated.
3.3 Professional Liability Insurance. If Consultant performs design work pursuant to this
Agreement, Consultant shall maintain professional liability insurance for licensed
professionals performing design work in connection with this Agreement in an amount not
less than One Million Dollars ($1,000,000.00) covering the licensed professionals’ errors
and omissions. Any deductible or self-insured retention shall not exceed Two Hundred
Fifty-Thousand Dollars ($250,000.00) per claim.
3.4 All Policies Requirements.
3.4.1 Verification of Coverage. Prior to beginning any work under this Agreement,
Consultant shall, at the sole option of the Agency, provide Agency with (1)
Certification of Insurance that demonstrates compliance with all applicable
insurance provisions contained herein; (2) policy endorsements to the general
liability policy adding the Northern California Power Agency as an Additional
Insured and declaring such insurance primary in regard to work performed
pursuant to this Agreement; or (3) upon request by the Agency, complete copies of
all policies and/or complete copies of all endorsements that demonstrate
compliance with this Section 3.
3.4.2 Notice of Reduction in or Cancellation of Coverage. A certified endorsement
must be attached to all insurance obtained in accordance with this Agreement
stating that coverage shall not be canceled, except after thirty (30) days' prior
written notice by certified mail, return receipt requested, has been given to the
Agency. Consultant shall also provide thirty (30) days’ prior notice to the Agency
by certified mail of any impending reduction in the limits or coverage of any
insurance policies that form a part of this agreement.
3.5 Waiver of Subrogation. Consultant agrees to waive subrogation which any insurer of
Consultant may acquire from Consultant by virtue of the payment of any loss. Consultant
agrees to obtain any endorsement that may be necessary to effect this waiver of
subrogation. The Workers' Compensation policy shall be endorsed with a waiver of
subrogation in favor of Agency for all work performed by Consultant, its employees, agents
and subcontractors.
Section 4. INDEMNIFICATION AND CONSULTANT’S RESPONSIBILITIES.
4.1 Consultant shall to the fullest extent allowed by law, with respect to all services performed
in connection with this Agreement, indemnify, defend and hold harmless the Agency and
Consulting Services Agreement between
NORTHERN CALIFORNIA POWER AGENCY and Flynn Resource Consultants Inc. Page 4 of 11
BAMx Members, and their respective officials, commissioners, officers, employees, agents
and volunteers, from and against any and all claims that arise out of, pertain to or relate to
the negligence, recklessness or willful misconduct of the Consultant. Consultant will bear
all losses, costs, damages, expense and liability of every kind, nature and description that
arise out of, pertain to, or relate to such Claims, whether directly or indirectly (“Liabilities”).
Such obligations to defend, hold harmless and indemnity the Agency shall not apply to the
extent that such Liabilities are caused by the sole negligence, active negligence, or willful
misconduct of the Agency.
Section 5. STATUS OF CONSULTANT.
5.1 Independent Contractor. At all times during the term of this Agreement, Consultant shall
be an independent contractor and shall not be an employee of Agency or any of the BAMx
Members. Consultant shall have no authority, express or implied, to act on behalf of
Agency or the BAMx Members in any capacity whatsoever as an agent.
Section 6. LEGAL REQUIREMENTS.
6.1 Governing Law. The laws of the State of California shall govern this Agreement.
6.2 Compliance with Applicable Laws. Consultant and any subcontractors shall comply with
all laws applicable to the performance of the work in connection with this Agreement.
6.3 Licenses and Permits. Consultant represents and warrants to Agency that Consultant
and its employees, agents, and any subcontractors have all licenses, permits,
qualifications, and approvals of whatsoever nature that are legally required to practice their
respective professions.
6.4 Nondiscrimination and Equal Opportunity. In compliance with federal, state and local
laws, Consultant shall not discriminate, on the basis of a person’s race, religion, color,
national origin, age, physical or mental handicap or disability, medical condition, marital
status, sex, or sexual orientation, against any employee, applicant for employment,
subcontractor, bidder for a subcontract, or participant in, recipient of, or applicant for any
services or programs provided by Consultant under this Agreement.
Section 7. MODIFICATION.
7.1 Amendments. The Parties may amend this Agreement only by a writing signed by all the
Parties, and after consultation with BAMx Representatives.
7.2 Assignment and Subcontracting. Consultant may not assign this Agreement or any
interest therein without the prior written approval of the Agency. Consultant shall not
subcontract any portion of the performance contemplated and provided for herein, other
than to the subcontractors noted in the proposal, without prior written approval of the
Agency.
Consulting Services Agreement between
NORTHERN CALIFORNIA POWER AGENCY and Flynn Resource Consultants Inc. Page 5 of 11
7.3 Survival. All obligations arising prior to the termination of this Agreement and all
provisions of this Agreement allocating liability between Agency and Consultant shall
survive the termination of this Agreement.
7.4 Options upon Breach by Consultant. If Consultant materially breaches any of the terms
of this Agreement, Agency’s remedies shall include, but not be limited to, the following:
7.4.1 Immediately terminate the Agreement;
7.4.2 Retain the plans, specifications, drawings, reports, design documents, and any
other work product prepared by Consultant in accordance with this Agreement;
Section 8. KEEPING AND STATUS OF RECORDS.
8.1 Records Created as Part of Consultant’s Performance. All reports, data, maps,
models, charts, studies, surveys, photographs, memoranda, plans, studies, specifications,
records, files, or any other documents or materials, in electronic or any other form, that
Consultant prepares or obtains in accordance with this Agreement and that relate to the
matters covered under the terms of this Agreement shall be the property of the Agency.
8.2 Consultant’s Books and Records. Consultant shall maintain any and all records or
documents evidencing or relating to charges for services or expenditures and
disbursements charged to the Agency under this Agreement for a minimum of three (3)
years, or for any longer period required by law, from the date of final payment to the
Consultant to this Agreement.
8.3 Confidential Information and Disclosure. During the term of this Agreement, either
Party (the "Disclosing Party") may disclose confidential, proprietary or trade secret
information (the "Information"), to the other Party (the "Receiving Party"). The Receiving
Party shall hold the Disclosing Party's Information in confidence and shall take all
reasonable steps to prevent any unauthorized possession, use, copying, transfer or
disclosure of such Information. Consultant understands that the Agency is a public agency
and is subject to the laws that may compel it to disclose information about Consultant’s
business.
Section 9. MISCELLANEOUS PROVISIONS.
9.1 Attorneys’ Fees. If a Party to this Agreement brings any action, including an action for
declaratory relief, to enforce or interpret the provision of this Agreement, the prevailing
Party shall be entitled to reasonable attorneys’ fees in addition to any other relief to which
that Party may be entitled. The court may set such fees in the same action or in a
separate action brought for that purpose.
9.2 Venue. In the event that either Party brings any action against the other under this
Agreement, the Parties agree that trial of such action shall be vested exclusively in the
state courts of California in the County of Placer or in the United States District Court for
the Eastern District of California.
Consulting Services Agreement between
NORTHERN CALIFORNIA POWER AGENCY and Flynn Resource Consultants Inc. Page 6 of 11
9.3 Severability. If a court of competent jurisdiction finds or rules that any provision of this
Agreement is invalid, void, or unenforceable, the provisions of this Agreement not so
adjudged shall remain in full force and effect.
9.4 No Implied Waiver of Breach. The waiver of any breach of a specific provision of this
Agreement does not constitute a waiver of any other breach of that term or any other term
of this Agreement.
9.5 Contract Administration. This Agreement shall be administered on behalf of the Agency
by Tony Zimmer, Supervisor of Industry Restructuring and Interconnection Affairs – Power
Management, who shall act as the Agency’s representative. All correspondence other
than required legal notices shall be directed to or through the representative.
9.6 Notices. Any written notice to Consultant shall be sent to:
Flynn Resource Consultants Inc.
5440 Edgeview Drive
Discovery Bay, CA 94505-9278
Attn: Doug Boccignone
Any written notice to Agency shall be sent to:
Randy S. Howard
General Manager
Northern California Power Agency
651 Commerce Drive
Roseville, CA 95678
With a copy to:
Tony Zimmer
Supervisor of Industry Restructuring and Interconnection Affairs – Power Management
Northern California Power Agency
651 Commerce Drive
Roseville, CA 95678
And with a copy to:
Michael F. Dean
General Counsel
Northern California Power Agency
Meyers Nave
555 Capitol Mall, Suite 1200
Sacramento, CA 95814
9.7 Professional Seal. Where applicable in the determination of the Agency, the first page of
a technical report, first page of design specifications, and each page of construction
Consulting Services Agreement between
NORTHERN CALIFORNIA POWER AGENCY and Flynn Resource Consultants Inc. Page 7 of 11
drawings shall be stamped/sealed and signed by the licensed professional responsible for
the report/design preparation.
9.8 Integration; Incorporation. This Agreement, including all the Exhibits attached hereto,
represents the entire and integrated agreement between Agency and Consultant and
supersedes all prior negotiations, representations, or agreements, either written or oral. All
Exhibits attached hereto are incorporated by reference herein.
9.9 Alternative Dispute Resolution. If any dispute arises between the Parties that cannot be
settled after engaging in good faith negotiations, Agency and Consultant agree to resolve
the dispute in accordance with the following:
Each Party will designate a senior management or executive level representative to
negotiate the dispute. Through good faith negotiations, the representatives will attempt to
resolve the dispute by any means within their authority. If dispute remains unresolved after
fifteen (15) days of good faith negotiations, the Parties shall attempt to resolve the
disagreement by mediation through a disinterested third person as mediator selected by
both Parties. Mediation will begin within thirty (30) days of the selection of this
disinterested third party, and will end fifteen (15) days after commencement. The Parties
shall equally bear the costs of any third party in any alternative dispute resolution process.
The alternative dispute resolution process is a material condition to this Agreement and
must be exhausted as an administrative remedy prior to either Party initiating legal action.
This alternative dispute resolution process is not intended to nor shall be construed to
change the time periods for filing a claim or action specified by Government Code § 900,
et. seq.
9.10 Counterparts: This Agreement may be executed in multiple counterparts, each of which
shall be an original and all of which together shall constitute one agreement.
Consulting Services Agreement between
NORTHERN CALIFORNIA POWER AGENCY and Flynn Resource Consultants Inc. Page 8 of 11
The Parties have executed this Agreement as of the date signed by the Agency.
NORTHERN CALIFORNIA POWER AGENCY CONSULTANT
Date: _______________________ Date: _____________________________
____________________________ ______________________________
RANDY S. HOWARD, General Manager DOUG BOCCIGNONE, Chief Financial
Officer
Attest:
__________________________
Assistant Secretary of the Commission
Approved as to Form:
____________________________
General Counsel
Consulting Services Agreement between
NORTHERN CALIFORNIA POWER AGENCY and Flynn Resource Consultants Inc. Page 9 of 11
EXHIBIT A
SCOPE OF SERVICES
BAY AREA MUNICIPAL UTILITIES (BAMx)
SCOPE OF SERVICES FOR FY2016
NCPA is entering into this agreement with Flynn Resource Consultants, Inc. (“Consultant”) at the request of
the cities of Alameda, Palo Alto and Santa Clara, and the Port of Oakland (the “BAMx Members”), so that
NCPA may assist the BAMx Members in securing professional consulting services related to electric
transmission, power generation, regulatory issues, and electric market design issues affecting the BAMx
Members. NCPA's provision of related billing services is further addressed in the Professional Services
Agreement Between Northern California Power Agency and the Cities of Alameda, Palo Alto, Santa Clara,
and Port of Oakland (the "Bay Area Municipal Transmission Services Agreement" or "BAMx Agreement”).
Each BAMx Member shall be represented by a designated BAMx Representative, listed below. During the
term of this Agreement, the BAMx Representatives shall complete the Payment Voucher attached as
Exhibit D to the BAMx Agreement to approve invoices from Consultant prior to NCPA remitting payment for
services rendered by Consultant. The BAMx Representatives will also coordinate, as necessary, work
related communications, task orders and invoice matters between and among the BAMx Members and
Consultant.
The designated BAMx Representatives of the BAMx Members are:
Joyce Kinnear, City of Santa Clara
Debbie Lloyd, City of Palo Alto
Lindsay Battenberg, Alameda Municipal Power
Nicolas Procos, Port of Oakland
Any BAMx Member may at any time designate another person as its BAMx Representative by providing
written notice of such designation to the other BAMx Members, NCPA and Consultant.
The BAMx Members and Consultant intend to pursue the activities listed below during the term of this
Agreement. Such activities will include monitoring, meeting participation, coordinating with affected or
other participating parties, and, as necessary, preparing and submitting formal position submittals.
1. Grid Planning Activities
CAISO/PG&E annual transmission expansion planning process
Support or oppose specific transmission additions
Greater Bay Area long term studies
CAISO local capacity technical study process
Other regional and sub-regional transmission planning activities
CAISO Tariff and BPM Change Management Process
Generator Interconnection Procedure
Transmission cost allocation
Impacts due to potential generation retirements
Transmission for renewables
Consulting Services Agreement between
NORTHERN CALIFORNIA POWER AGENCY and Flynn Resource Consultants Inc. Page 10 of 11
CTPG planning process
Tracy to Bay development activities
Integration requirements for renewables
2. CPUC and CEC transmission matters
Integrated Energy Policy Report
Resource adequacy issues
Renewable Portfolio Standard issues
Long Term Procurement issues
Approval of CPCNs for new transmission lines
3. California Market Design Activities
CAISO markets proceedings and implementation matters
Resource Adequacy / Local Capacity/ Flexible Capacity/ Deliverability
LMP congestion and losses incidence and impacts
4. Communicate Regularly with BAMx Members
Client meetings, telephone conferences and written summaries of activities on key issues.
Consulting Services Agreement between
NORTHERN CALIFORNIA POWER AGENCY and Flynn Resource Consultants Inc. Page 11 of 11
EXHIBIT B
COMPENSATION SCHEDULE AND HOURLY FEES
Compensation for all tasks under this Agreement, including all hourly fees and expenses, shall not exceed
Seven-Hundred and Sixty Thousand Dollars ($760,000). The hourly rates and or compensation break
down and an estimated amount of expenses is as follows:
Consultant hourly rates for the professional services are listed below.
Labor Category Hourly Rate
Principal $280-$300 per hour
Managing Consultant $260-$280 per hour
Senior Consultant $220-$260 per hour
Consultant $180-$220 per hour
Associate Consultant $140-$180 per hour
Analyst $100-$140 per hour
Support Services $65 per hour
Travel (at coach rates), food, and miscellaneous expenses, except automobile mileage, associated with the
provision of services hereunder shall be billed at cost. Automobile mileage will be billed at the rate
approved by the Internal Revenue Service.
For any month in which specialized modeling software is used to perform services under this agreement,
the following charges shall apply:
Power flow modeling - $ 260/month
Short circuit modeling – $775/month
OASIS Data - $1,000/month
Market modeling - $3,850/month
Specialized software costs that exceed the above amounts may be billed with the prior approval of the
Agency and the affected BAMx Member.
NOTE: As a public agency, NCPA shall not reimburse Consultant for costs in excess of those permitted by
the Internal Revenue Service.
2272862.2
City of Palo Alto (ID # 5811)
City Council Staff Report
Report Type: Consent Calendar Meeting Date: 6/22/2015
City of Palo Alto Page 1
Summary Title: SVRIA MOU
Title: Approval of a Memorandum of Understanding With the Silicon Valley
Regional Interoperability Authority for Participation in the Regional Radio
System, and the Associated Budget Amendment Ordinance for $1 Million
From: City Manager
Lead Department: Police
Recommendation
Staff recommends that the Council authorize the City Manager or his designee to execute the
attached agreement which will allow the City of Palo Alto to enter into a Memorandum of
Understanding with all the Joint Powers Authority members in the Silicon Valley Regional
Interoperability Authority whereby the City will participate in a regional radio system. In
addition, staff recommends approval of a Budget Amendment Ordinance to transfer $1.0
million from the General Fund Budget Stabilization Reserve to the CIP Project TE-05000 – Radio
Infrastructure Replacement in the Capital Improvement Fund.
Analysis
The City of Palo Alto has been participating in a multi-year project with all the Joint Powers
Authority members in the Silicon Valley Regional Interoperability Authority (SVRIA) to fund and
construct a county-wide radio communications system that will permit all public safety officers
across Santa Clara County to communicate with one another. Palo Alto and other municipalities
will also use the system for local government radio communication (Public Works, Utilities, etc.)
This effort has culminated in the preparation of the attached Memorandum of Understanding
(MOU) incorporating the terms required for the funding and construction of the Silicon Valley
Regional Communications System (Attachment A). The document is based upon a County of
Santa Clara MOU and one entered into by a similar JPA in Alameda County.
The MOU has been approved by the Working Group of the SVRIA consisting of Gilroy Police
Chief Denise Turner, County Communications Director Bert Hildebrand, Morgan Hill City
Manager Steve Rymer, Mountain View City Manager Dan Rich, Palo Alto Police Technical
Services Director Charlie Cullen, City of Santa Clara Fire Chief Bill, City of San Jose OES Director
Ryan Broughton, Santa Clara County Deputy County Executive James Williams, City of San Jose
City of Palo Alto Page 2
Deputy Police Chief Jeff Marozick, Sunnyvale DPS Battalion Chief Jeff Hunter, and Los Altos
Communications Manager Elizabeth Vargas.
The MOU provides for joint funding for implementing interoperability countywide, and SVRIA
selected Motorola to build the radio system after a competitive RFP process. It also provides
that SVRIA agrees to hire contractors, the County of Santa Clara, City of San Jose and/or other
contractors to operate and maintain the System. The City of Palo Alto agrees to purchase the
components it uses with the Silicon Valley Regional Communications System (SVRCS) service
from or with the cooperation of SVRIA.
Palo Alto anticipates migrating all of its departments and radio users to the new system within
two years. A Palo Alto radio site was financed by phase one project funding, and has been
installed at City Hall. The system will provide improved radio coverage, additional talk groups
and true radio interoperability throughout Santa Clara County and ultimately the Bay Area.
The License and Asset Transfer Agreement which governs the SVRIA’s installation of certain
equipment can be found in Attachment B. Many of the SVRIA facilities were grant funded
through the City of San Jose or the County of Santa Clara. San Jose is completing an asset
transfer of these sites from San Jose to SVRIA. This will allow SVRIA to separately insure each
site. Currently all these sites are owned or licensed by San Jose. The City of San Jose is
requiring each City who has a site to assign San Jose's rights to SVRIA to complete the transfer.
Also attached is Attachment C, which provides information on participant cost by jurisdiction.
Resource Impact
The MOU obligates the City to participate in the regional radio system and as a result there are
three associated cost impacts, infrastructure costs (noted in Attachment C), ongoing
maintenance costs (noted in Attachment C) and the costs for radio subscriber units and radio
consoles for public safety, public works, utilities and other City users. The costs owed to SVRIA
for infrastructure build out and ongoing maintenance are identified in the MOU. The costs for
radios and consoles are based on Palo Alto’s goal to migrate all of its departments and radio
users to the new system within two years. The funding for infrastructure and radios and
consoles will be budgeted in the Radio Infrastructure Replacement project (TE-05000), and in
accordance with the Palo Alto - Stanford Emergency Communications Agreement, it is expected
that Stanford will reimburse the City for a portion of the public-safety related costs associated
with this project.
Over the next three years, as the system is built out, it is anticipated that the City's share of the
total project will be $4.0 million, representing a reduction of $0.2 million from the amount
previously estimated and described in the 2016 Proposed Capital Budget. Of the total cost of
$4.0 million, it is estimated that the General Fund is responsible for approximately $3.0 million,
with the Utilities Department responsible for the remaining $1.0 million.
City of Palo Alto Page 3
Investment Type
General
Fund
Enterprise
Funds Total Cost
Infrastructure $1,370,000 $560,000 $1,930,000
Radios and Consoles $1,640,000 $440,000 $2,080,000
Total Anticipated Project Cost $3,010,000 $1,000,000 $4,010,000
Available Funding (TE-05000) $800,000 $500,000 $1,300,000
June 22, 2015 Budget Amendment Ordinance $1,000,000 $1,000,000
Total Available Funding (if recommendation is
approved) $1,800,000 $500,000 $2,300,000
Amount to be funded in Future Years $1,210,000 $500,000 $1,710,000
As discussed in the Fiscal Year 2016 Proposed Capital Budget, a recommendation to carry over
existing funding in Fiscal Year 2015 from the Radio Infrastructure Replacement Project to Fiscal
Year 2016 ($1.3 million) is proposed to fund a portion of the infrastructure and radio
replacement costs. This funding, when combined with the recommended $1.0 million transfer
from the General Fund Budget Stabilization Reserve Budget Amendment Ordinance as part of
this memorandum, results in a projected General Fund project shortfall of $1.2 million that will
be funded in future years as the costs associated with this project are refined. The $0.5 million
recommended to be carried over from the Utility Funds will leave an unfunded amount of $0.5
million. As with the General Fund, the remaining share will be funded in future years as the
costs associated with this project are further refined.
Annual maintenance costs are anticipated to begin in Fiscal Year 2019 and cost approximately
$0.3 million per year. Maintenance costs are not included in the CIP and will instead be
budgeted in each department’s operating budget based on the percentage of system usage.
Policy Impact
The agreement will further the City’s policies of having updated infrastructure and technology
and cooperation with regional partners on public safety matters.
Attachments:
ATTACHMENT A - SVRIA Memorandum of Understanding (PDF)
ATTACHMENT B - SVRIA License Agreement (PDF)
ATTACHMENT C - Cost Per Agency Breakdown (PDF)
ATTACHMENT D - DRAFT Ordinance Radio Infrastructure Repalcement Project (PDF)
Page 1 of 19
MEMORANDUM OF UNDERSTANDING
SILICON VALLEY REGIONAL COMMUNICATIONS SYSTEM
BETWEEN THE SILICON VALLEY REGIONAL INTEROPERABILITY
AUTHORITY
AND THE CITY OF PALO ALTO
This Memorandum of Understanding (“MOU”) is made and entered into this ___ day of
_____________ , 2015, by and between the Silicon Valley Regional Interoperability
Authority, a California Joint Powers Authority ("SVRIA”), and the City of Palo Alto, a
municipal corporation of the State of California (“AGENCY”) (together “Parties”).
WHEREAS, in 2001, the Cities of Campbell, Cupertino, Gilroy, Los Altos, Milpitas,
Monte Sereno, Morgan Hill, Mountain View, Palo Alto, Santa Clara, San Jose,
Saratoga, and Sunnyvale; the Towns of Los Gatos and Los Altos Hills; the South Santa
Clara County Fire District; the County of Santa Clara; San Jose State University; and
the Santa Clara Valley Water District executed a Joint Funding Agreement (“Joint
Funding Agreement”) pursuant to the Joint Exercise of Powers Act, Title 1, Division 7,
Chapter 5 of the California Government Code, Government Code Section 6500 et seq.,
to jointly hire consultants to complete the conceptual design and implementation
strategy for a regional interoperable communications network, to jointly purchase a
radio and data communications system, to integrate this system or network with other
nearby regional public safety communications systems, to participate in regional
interoperability systems, to jointly fund activities and systems related to interoperability
and to jointly apply for grants and funding to facilitate accomplishing these goals;
WHEREAS, in 2010, the Cities of Campbell, Cupertino, Gilroy, Los Altos, Milpitas,
Monte Sereno, Morgan Hill, Mountain View, Palo Alto, Santa Clara, San Jose,
Saratoga, and Sunnyvale; the Town of Los Gatos and the County of Santa Clara
(collectively “MEMBERS”) entered into a joint powers agreement (“JPA Agreement”) to
form the Silicon Valley Regional Interoperability Authority (“SVRIA”), with similar goals
and purpose as commenced under the Joint Funding Agreement;
WHEREAS, paying entities, which are not MEMBERS of SVRIA (“PARTICPANTS”) will
execute this MOU;
WHEREAS, SVRIA continues to plan and develop a regional communications
interoperability system that will require the financial commitment of SVRIA MEMBERS
and PARTICIPANTS by and through this MOU to fund the construction, operation and
maintenance of such system;
WHEREAS, grant and local funds have been provided to SVRIA directly or through
MEMBERS to improve interoperability through the multi-stage build out of a three cell,
multi-site P25 Phase 2 TDMA 700 MHz Trunked Radio Simulcast Communications
System, to be known as the Silicon Valley Regional Communications System ("SVRCS");
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WHEREAS, the County of Santa Clara (“County”) is the Fiscal Agent and the Contract
Manager for SVRIA and the SVRCS build-out (“System”);
WHEREAS, in order to facilitate the construction of the SVRCS, the Parties wish to affirm
their continued financial support for a regional interoperable communication system as
agreed in this MOU;
WHEREAS, AGENCY and SVRIA enter into this MOU under which the SVRIA will own
and operate the System for the benefit of AGENCY and other MEMBERS and
PARTICIPANTS, which other MEMBERS and PARTICIPANTS will execute Memoranda
of Understanding similar to this one (collectively, the "MOU’s"). MEMBERS and
PARTICIPANTS will pay, a portion of the cost of the System, consisting of a buy-in cost
based on the number of radios committed for use on the System (the "Construction and
Implementation Payments"), and the cost of annual operation (the "Operation and
Maintenance Payments''), (all Payments are referred to herein collectively as the
"AGENCY Payments'');
WHEREAS, this MOU is intended to establish a means of requiring the MEMBERS’
Payments and PARTICIPANTS’ payments ensuring the sound operation and financing
of the System, and is not in itself an approval of the System or the grant of any land use
entitlement potentially required to develop the System; and
WHEREAS, it is anticipated that users of the SVRCS will include entities that enter into
a memorandum of understanding similar to this MOU, after the SVRCS is fully
functional. (“FUTURE PARTICIPANTS”).
NOW, THEREFORE, for good and valuable consideration, the adequacy and sufficiency
of which is hereby acknowledged, the Parties hereby agree as follows.
SECTION 1. DEFINITIONS
AGENCY: The AGENCY entering into this MOU.
Construction: The complete planning, design, construction, acquisition, financing,
improvement, repair, modification and installation of the SVRCS .
Construction and Implementation Payments: Payments made under this MOU for
the purpose of building the SVRCS.
County: The County of Santa Clara.
FUTURE PARTICIPANTS 1: Entities who enter into a MOU and make their payment
after June 30, 2016, but on or before July 1, 2017.
FUTURE PARTICIPANTS 2: Entities who enter into this MOU after July 1, 2017.
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Joint Funding Agreement: Joint Funding Agreement is the agreement entered into by
the predecessors to SVRIA in 2001 for the purposes of funding and implementing
interoperability countywide.
JPA Agreement: The original agreement entered into by Members of the SVRIA in
order to form the JPA.
Operations and Maintenance Payments: Payments made based upon this MOU for
the ongoing operations and maintenance of the SVRCS.
MEMBERS: The members of the SVRIA under the Joint Powers Agreement.
MOU: This Memorandum of Understanding.
PARTICIPANTS: Parties to a memorandum of understanding similar to this MOU that
are not members of SVRIA and enter into a MOU on or before June 30, 2016. .
SVRCS or System: The three cell, multi-site System P25 Phase 2 TDMA 700 MHz
Trunked Radio Simulcast Communications System, to be known as the Silicon Valley
Regional Communications System. This includes the entire build out interoperable
communications system envisioned by SVRIA.
SVRIA: The Silicon Valley Regional Interoperability Authority, formed in 2010 for the
purposes of funding and implementing interoperability countywide and as a successor
entity to the entity created under the Joint Funding Agreement.
Termination Date: December 31, 2029, unless earlier terminated by the Parties.
User Count: Radio Subscriber count as provided by the Members or Participants as of
April 13, 2015 and reflected in Exhibit “A”.
The purposes of this MOU are to:
2.1 Require payment by the AGENCY for its share of the regional SVRCS costs; and
2.2 Set forth the MEMBERS, PARTICIPANTS and the SVRIA's responsibilities for
completion of the SVRCS build out.
2.3 Set forth SVRIA’s obligations to maintain and operate the SVRCS.
SECTION 3. OPERATION OF THE SYSTEM
3.1 SVRIA has entered or will enter into purchase orders and contracts to supervise and
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provide for, or cause to be supervised and provided for, the complete planning, design,
construction, acquisition, financing, improvement, repair, modification and installation of
the SVRCS (collectively, "Construction"). SVRIA will cause the Construction to be
diligently performed in accordance with the specifications approved by the SVRIA.
3.2 SVRIA shall operate the System in conjunction with the MEMBERS for the duration of
this MOU.
3.3 AGENCY shall have the right to use the System during the term of the MOU, unless
AGENCY is in default on AGENCY Payments required hereunder after the applicable cure
period set forth in Section 20.
3.4 The SVRCS shall only be used for public safety communications and other
governmental uses for the MEMBERS’ and PARTICIPANTS’ benefit and convenience.
SVRIA agrees to maintain and preserve the System in good repair and working order at all
times, to operate the System in an efficient and economical manner, and to pay all the
System’s maintenance and operation costs as they become due. AGENCY
acknowledges that SVRIA has complete ownership and the sole discretion to operate,
control and manage the System. Nothing in this MOU shall be construed to limit SVRIA's
discretion in the System’s operation, control and management.
3.5 SVRIA agrees to use commercially reasonable efforts to hire the County of Santa
Clara, City of San Jose and/or other contractors to operate and maintain the System.
3.6 AGENCY agrees to purchase the components it uses with the SVRCS service from or
with the cooperation of SVRIA. AGENCY shall not use any components with the SVRCS
service which SVRIA has not authorized for its use. AGENCY shall not use the SVRCS in
any manner which may adversely affect the service provided by the System.
3.7 SVRIA shall attempt to obtain the land use permits, if any, that are required for
Construction. In the event a particular permit cannot be reasonably obtained for a
particular site, SVRIA will seek one or more reasonable alternate sites.
SECTION 4. MODIFICATION OF SYSTEM
SVRIA shall have the right to make additions, modifications and improvements to the
System or any portion thereof. All additions, modifications and improvements to the
System shall thereafter comprise part of the System and become subject to the MOU’s
provisions. Such additions, modifications and improvements shall not in any way damage
the System, or cause the System to be used for purposes other than those authorized
under the MOU’s provisions, state and federal law. The System, upon completion of any
additions, modifications and improvements made thereto pursuant to this Section, shall be
of a value which is not substantially less than the value thereof immediately prior to the
making of such additions, modifications and improvements.
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5.1 AGENCY shall make Construction and Implementation Payments on the dates in
Section 22.1 and in the amounts shown in Exhibit “A”. AGENCY shall make annual
Operations and Maintenance Payments on the dates and in the amounts as calculated
by the formula listed in Exhibit “B” or the amounts listed in Exhibit “B
5.2 AGENCY provided User Counts are contained in Exhibit “A”. Agencies may
increase its User Count after entering into this MOU by the payment of user charge
based upon the following formula: Total User Count as shown on Exhibit “A” divided by
the total Infrastructure Cost = New User Count Charge. Effective January 1, 2016 and
each year thereafter the New User Count Charge shall be increased by an amount
equivalent to the then-current User Count Charge multiplied by the percentage increase
in the Consumer Price Index – Consolidated Metropolitan Statistical Area (CPI)
covering San Francisco - Oakland - San Jose, as published by the Bureau of Labor
Statistics, U.S. Department of Labor, between the most recent October and the
preceding October. The increase in New User Charge shall be compounded. Agency
Operations and Maintenance Costs shall be increased commensurate with the increase
in User Counts. Should the Agency User Count decrease in any year Operations and
Maintenance Payments will not be reduced except as described in Section 24.
6.1 PARTICIPANTS as listed in Exhibit “A” shall pay their pro rata share of the System
costs in a timely fashion at the same time MEMBERS make their Payments on or
before September 30, 2015. PARTICIPANTS, not listed in Exhibit “A” and join on or
before June 30, 2016 shall pay their pro rata share at the time of execution.
6.2 FUTURE PARTICIPANTS 1 who enter into a MOU after June 30, 2016, but on or
before July 1, 2017 shall make a special Construction and Implementation Payment to
cover previously expended costs by MEMBERS and PARTICIPANTS as well as
periodic payments at the times required of other MEMBERS and PARTICIPANTS
during the term of this MOU. These special Construction and Implementation payments
shall be utilized in part to recalculate payments for Construction and Implementation
payments for all MEMBERS, PARTICIPANTS and FUTURE PARTICIPANTS 1 and for
additional capacity or system enhancements or held in reserve for the same purpose.
6.3 FUTURE PARTICIPANTS 2 who enter into a MOU after July 1, 2017 shall make a
special Construction and Implementation Payment as well as periodic payments at the
times required of other MEMBERS and PARTICIPANTS and FUTURE PARTICIPANTS
1 during the term of this MOU. These special Construction and Implementation
payments shall be utilized in part to recalculate Operations and Maintenance payments
for all MEMBERS, PARTICIPANTS and FUTURE PARTICPANTS 1 and FUTURE
PARTICIPANTS 2 and for additional capacity or system enhancements or held in
reserve for the same purpose.
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7.1 AGENCY shall make the AGENCY Payments from any source of legally available
AGENCY funds. AGENCY agrees to include all AGENCY Payments in each proposed
annual AGENCY budget during the term of this MOU. AGENCY shall make the
necessary annual appropriations for Construction and Implementation payments in FY
2015 – 2016, 2016 – 2017 and 2017 – 2018. AGENCY Payments may be made at any
time prior to the deadline for such Payment; there are no prepayment penalties under
this MOU.
7.2 Notwithstanding paragraph 7.1, in accordance with Article XVI, Section 18 of the
California Constitution, if in any fiscal year subsequent to the execution of this MOU the
AGENCY fails to appropriate money for the purpose of funding this MOU, this MOU
shall terminate, without penalty effective upon the close of business on the last day of
the fiscal year for which funding has been appropriated.
SECTION 8. OPERATION AND MAINTENANCE PAYMENTS
In addition the Payments required in this MOU, AGENCY shall continue to make
MEMBER Assessment payments as required under the JPA Agreement through the
end of fiscal year 2017 – 2018.At the start of fiscal year 2018 – 2019, AGENCY shall
begin to make Operation and Maintenance Payments as listed in Exhibit “B”, in lieu of
Member Assessments so long as the SVRCS is operating.
In the event that grant funding can be utilized to reduce the overall System costs, the
cost reduction will be apportioned to the SVRCS on behalf of all MEMBERS and
PARTICIPANTS in a pro rata fashion for the benefit of the System.
SECTION 10. CONSTRUCTION BUDGET CONTINGENCY
SVRIA has established a 20% construction budget contingency within the System
budget. SVRIA shall use these funds for the SVRCS, if unexpected construction costs
or increased costs occur. If at the conclusion of System Construction, contingency
funds remain, such funds shall be transferred to SVRIA for use as a reserve for
Operations and Maintenance costs.
SVRIA agrees that it will deposit the AGENCY Payments with the SVRIA’s fiscal agent,
the County, for the benefit of the SVRCS.
Time is of the essence with respect to the AGENCY Payments and the performance of
SVRIA under this MOU. AGENCY shall observe and perform all the agreements,
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conditions, covenants and terms contained herein. SVRIA shall observe and perform
all the agreements, conditions, covenants and terms contained herein. It is expressly
understood and agreed by the Parties that each of the agreements, conditions,
covenants and terms contained herein is an essential and material term of the MOU
and the operation of the System by SVRIA.
SECTION 13. ACCESS TO SYSTEM
Upon reasonable notice to SVRIA, AGENCY or its authorized representative shall have
the right at all reasonable times to enter, examine and inspect the System or any part
thereof. AGENCY, any Authorized Representative of AGENCY and AGENCY’s
successors or assigns shall further have such rights of access to the System or any
component thereof as may be reasonably necessary to cause the proper maintenance
of the System in the event of failure by the SVRIA to perform its obligations hereunder;
provided, however, that neither AGENCY nor any of their assigns shall have any
obligation to cause such proper maintenance.
SECTION 14. INSURANCE
14.1 SVRIA shall procure and maintain, or cause to be procured and maintained,
throughout the term of this MOU, casualty insurance against loss or damage to the
System. This insurance shall, as nearly as practicable, cover loss or damage that is
normally covered by such insurance with extended coverage. This insurance shall not
be required to cover loss or damage caused by seismic activity. This insurance shall be
subject to deductibles as are customarily maintained by public agencies with respect to
works and properties of a like character. The insurance may be maintained as part of or
in conjunction with any other insurance coverage carried by SVRIA, and may be
maintained in whole or in part in the form of the participation by SVRIA in a joint powers
authority or other program providing pooled insurance. MEMBERS, PARTICIPANTS,
FUTURE PARTICIPANTS 1 and FUTURE PARTICIPANTS 2 as each approves the
MOU and makes their payment shall be named as additional insured on SVRIA’s
liability coverage insurance.
14.2 SVRIA shall maintain or cause to be maintained throughout the MOU’s term, a
standard comprehensive general insurance policy or policies whose minimums are at
least one million ($1,000,000) dollars per occurrence to protect SVRIA, AGENCY, and
their respective members, officers, agents, employees, designated volunteers and
assigns. The policy or policies shall provide for indemnification of said Parties against
direct or contingent loss or liability for damages for bodily and personal injury, death or
property damage occasioned by reason of operating the System as required by the JPA
Agreement. Such policy or policies shall provide coverage in such liability limits and be
subject to such deductibles as SVRIA shall deem adequate and prudent. This
insurance may be maintained as part of or in conjunction with any other insurance
coverage carried by SVRIA. Any available insurance proceeds broader than or in
excess of the specified minimum insurance coverage requirements and/or limits set
forth in this Agreement shall be deemed to be the minimum amount of insurance
required under this Agreement and shall be available to the Parties.
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14.3 Insurance required to be maintained by subparagraphs 14.1 or 14.2 above, may be
obtained under a self-insurance program. SVRIA’s coverage shall be primary insurance
with respect to the Agency; and Agency’s insurance shall be excess of SVRIA's
insurance and shall not contribute with it.
14.4 INSURANCE: AGENCY shall, at its own expense maintain in effect, a program of
self-insurance and/or insurance of general liability coverage, including automobile
liability, in the amount of at least one million ($1,000,000) dollars per occurrence and in
the aggregate as well as statutory California Workers’ Compensation coverage. The
coverage shall remain in effect during the entire term of this MOU. AGENCY shall
provide evidence upon the request of SVRIA that the required insurance coverage is in
effect.
14.5 SVRIA shall require that errors and omissions insurance in the amount of at least
one million ($1,000,000) dollars per claim for any architects or engineers retained for
the design and construction of the system.
SECTION 15. BOOKS AND ACCOUNTS
15.1 SVRIA will keep complete and accurate financial records for the System. SVRIA
shall keep such records separate from all other SVRIA financial records. Upon
reasonable notice to SVRIA, AGENCY may inspect the SVRIA’s System financial
records.
15.2 Not more than two hundred and ten (210) days after the close of each fiscal year,
SVRIA will prepare:
15.2.1 System financial statements in accordance with Generally Accepted Accounting
Principles.
15.2.2 An Accountant's Report based thereon, prepared by an Independent Certified
Public Accountant who examined such financial statements.
15.2.3 A summary statement of the System’s financial condition. SVRIA shall furnish a
copy of the summary statement to AGENCY.
15.3 Not more than two hundred and ten (210) days after the completion of all work
associated with SVRCS Construction, the SVRIA shall prepare and submit a final report
to AGENCY disclosing SVRIA’s disbursements of the funds provided by all MEMBERS,
PARTICIPANTS and FUTURE PARTICIPANTS.
SECTION 16. PAYMENT OF TAXES AND COMPLIANCE WITH GOVERNMENTAL
REGULATIONS
SVRIA will pay and discharge all taxes, assessments and other governmental charges,
if any, which may hereafter be lawfully imposed upon the System when due. SVRIA will
conform to the valid requirements of any governmental agency with authority relative to
the Construction or the System. Without limiting the foregoing, SVRIA shall comply with
Page 9 of 19
all applicable laws and written policies and regulations of the federal, state and local
governments in the construction and operation of the SVRCS and the performance of
SVRIA under this MOU.
SECTION 17. FURTHER ASSURANCES
SVRIA and AGENCY will each adopt, deliver, execute and make any and all further
assurances, instruments and resolutions as may be reasonably necessary or proper to
carry out the intention or to facilitate the Parties’ performance of this MOU.
SECTION 18. SVRIA REPRESENTATIONS AND WARRANTIES
SVRIA represents and warrants to AGENCY as follows:
18.1 Due Organization and Existence. SVRIA is a joint exercise of powers authority
duly organized and validly existing under the JPA Agreement and the laws of the State
of California. SVRIA has the full legal right, power and authority under the laws of the
State of California to enter into this MOU and to carry out all of its obligations herein.
18.2 Due Execution. SVRIA’s representatives, who sign this MOU, are authorized to
sign pursuant to a resolution adopted by the SVRIA’s Board of Directors.
18.3 Valid, Binding and Enforceable Obligations. This MOU has been authorized and
executed by SVRIA and constitutes the legal, valid and binding agreement of SVRIA,
enforceable against SVRIA in accordance with its terms.
SECTION 19. AGENCY REPRESENTATIONS AND WARRANTIES
AGENCY represents covenants and warrants to SVRIA as follows:
19.1 Due Organization and Existence. AGENCY is a public body, corporate and politic,
duly organized and validly existing under the laws of the State of California. It has full
legal right, power and authority to enter into this MOU and to carry out all of its
obligations herein.
19.2 Due Execution. AGENCY’s representatives, who sign this MOU, are authorized to
sign pursuant to an official action taken by AGENCY’s governing body.
19.3 Valid, Binding and Enforceable Obligation. This MOU has been authorized and
executed by AGENCY and constitutes the legal, valid and binding agreement of
AGENCY, enforceable against AGENCY in accordance with its terms.
SECTION 20. EVENTS OF DEFAULT
The following events are Events of Default hereunder:
20.1 Failure by AGENCY to abide by or perform any of its obligations in this MOU within
the thirty (30) day period from the date of AGENCY’s receipt of SVRIA’s written notice
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specifying such failure and requesting that it be remedied. Such failure shall not
constitute an Event of Default if AGENCY diligently and in good faith, commences to
cure the failure within such thirty (30) day period and thereafter completes the cure of
such failure within a reasonable period of time. If AGENCY does not complete the cure
of the Event of Default in a reasonable time or fails to diligently attempt such cure,
SVRIA may terminate this MOU.
20.2 Failure by SVRIA to abide by or perform any of its obligations in this MOU within
the thirty (30) day period from the date of SVRIA’s receipt of AGENCY’s written notice
specifying such failure and requesting that it be remedied. Such failure shall not
constitute an Event of Default if SVRIA diligently and in good faith, commences to cure
the failure within such thirty (30) day period and thereafter completes the cure of such
failure within a reasonable period of time. If SVRIA does not complete the cure of the
Event of Default in a reasonable time or fails to diligently attempt such cure, AGENCY
may terminate this MOU.
20.3 AGENCY files a petition seeking arrangement or reorganization under federal
bankruptcy laws or similar state law, or if a court of competent jurisdiction shall approve
a petition filed against AGENCY seeking arrangement or reorganization under the
federal bankruptcy laws or similar state law, or if under the provisions of any other law
for the relief or aid of debtors any court of competent jurisdiction shall assume custody
or control of such AGENCY or of the whole or a substantial part of its property.
Notwithstanding the foregoing, such filing shall not constitute an Event of Default if
AGENCY continues to pay its AGENCY Payments on time.
20.4 SVRIA files a petition seeking arrangement or reorganization under federal
bankruptcy laws or similar state law, or if a court of competent jurisdiction shall approve
a petition filed against SVRIA seeking arrangement or reorganization under the federal
bankruptcy laws or similar state law, or if under the provisions of any other law for the
relief or aid of debtors any court of competent jurisdiction shall assume custody or
control of SVRIA.
SECTION 21. REMEDIES NOT EXCLUSIVE
No remedy herein conferred upon or reserved in this MOU is exclusive of any other
remedy, and each such remedy shall be cumulative and shall be in addition to every
other remedy given hereunder or now or hereafter existing in law or in equity or by
statute or otherwise, and all such remedies may be exercised without exhausting and
without regard to any other remedy.
SECTION 22. AGENCY’S OBLIGATIONS
22.1 AGENCY’s Payment. AGENCY shall pay to the SVRIA money in the amount stated
on the SVRIA invoice in an approximate amount as specified in Exhibit “A” to the SVRIA to
fully offset the AGENCY’s portion of the regional SVRCS cost. Payments shall commence
in fiscal year 2015 – 2016 unless otherwise designated in Exhibit “A”. These payments
shall be made by September 30, 2015 and by each succeeding September 30 and shall
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last for a minimum of three fiscal years as delineated in Exhibit A. Operation and
Maintenance Payments, as shown in Exhibit “B”, shall commence on September 30, 2018
and continue throughout the term of the MOU. AGENCY shall make these payments on
or before September 30 of each successive fiscal year. Operations and Maintenance
costs for future years may increase, but such increase will be limited to actual costs and
reserve requirements.
22.2 AGENCY’s Role in SVRCS. During the Construction and Operation of the SVRCS:
22.2.1 AGENCY shall provide technical support including testing during the System
Construction and delivery.
22.2.2 AGENCY shall participate in System meetings with SVRIA and its contractor(s).
22.2.3. AGENCY shall coordinate with SVRIA for the System upgrade and maintenance
work at all AGENCY facilities.
22.2.4 AGENCY shall assist SVRIA with the final acceptance of the SVRCS by testing
System performance, evaluating workmanship and verifying installed equipment
inventories.
22.2.5 AGENCY's costs to administer and participate in usage of the SVRCS will not be
reimbursed through the SVRCS grant funds, the JPA Agreement or by SVRIA.
In consideration of AGENCY’s Payment, SVRIA shall fulfill the obligations listed
below:
23.1 Tasks. SVRIA shall perform and be responsible for the following tasks for
completing the SVRCS , including, but not limited to:
23.2.1 Serve as System Manager for the SVRCS, or retain a qualified contractor(s) to serve
as System Manager for the SVRCS,
23.2.2 Fulfill CEQA requirements, if any.
23.2.3 Implement Construction in accordance with UASI and SHSGP Grant guidelines.
24.1 This MOU commences upon the full execution of the MOU ("Effective Date") and
shall expire on December 31, 2029. The MOU shall be automatically extended for two
(2) additional three-year periods. One year prior to each expiration date, SVRIA shall
inform each Member or Participant of the approaching automatic extension of the term
of the MOU. Any Member or Participant may notify the SVRIA in writing within one
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hundred and eighty (180) days of such notice, that it does not agree to the extension of
the term of the MOU. The Operations and Maintenance payments for the remaining
MEMBERS or PARTICIPANTS shall be adjusted based upon actual User Count as of
June 30 of the year in which the MOU terminates starting in, 2029, and at the expiration
of the first three year extension period. All financial commitments of AGENCY for
Payments while AGENCY is a MEMBER and/or while this MOU applies to AGENCY
shall extend past the termination date unless the commitments have been satisfied prior
to that date.
24.2 This MOU shall not commence unless and until the City of San Jose and the
County of Santa Clara have approved this MOU and budgeted funding for the first year
of the MOU. If the any Member or Participant terminates this MOU then the SVRIA
shall meet and confer in good faith concerning the continued operation of SVRCS and
possible amendment to this Agreement.
County, as Fiscal Agent for the UASI and SHSGP Grants, shall own, maintain, insure, and
manage all infrastructure equipment and upgrades installed as part of the SVRCS upon
the System’s final acceptance by the County, until such time as SVRIA assumes
ownership, maintenance, insurance, and management responsibilities. If the SVRIA
purchases dispatch consoles, subscriber radios and other related equipment and/or
accessories on AGENCY’s behalf, such equipment shall be transferred from the SVRIA
to AGENCY following SVRIA’s receipt of AGENCY’s full reimbursement of costs.
SECTION 26. RELATIONSHIP OF THE PARTIES
Each Party shall perform the work and services described herein as an independent
contractor and not as an officer, agent, servant or employee of the other Party. None of
the MOU’s provisions are intended to create, nor shall be deemed or construed to
create, any relationship between the Parties other than that of independent parties
contracting with each other for purpose of effecting the MOU’s provisions. The Parties
are not, and will not be construed to be in a relationship of joint venture, partnership or
employer-employee. Neither Party has the authority to make any statements,
representations or commitments of any kind on behalf of the other Party, or to use the
name of the other Party in any publications or advertisements, except with the written
consent of the other Party.
SECTION 27. MODIFICATION
The Parties may modify this MOU only through a written document, signed by both Parties.
The MOU’s provisions are severable, and if for any reason, a Court with proper jurisdiction
determines a clause, sentence, or paragraph of this MOU to be invalid such invalidity shall
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not affect other provisions of this MOU, which shall be given effect without the invalid
provision.
29.1 This MOU may be terminated upon six months written notice to SVRIA. Should
AGENCY terminate this Agreement AGENCY shall have no interest or claim in the
assets of the SVRIA absent an SVRIA approved written agreement which contains
express provisions to the contrary. The terminating AGENCY shall be obligated to pay
a pro rata share of its payments up to the date of termination.
29.2 If the Agreement is terminated pursuant to Section 29.1 or Section 7.2 then SVRIA
may remove any SVRCS equipment and relocate the equipment to support the balance
of the system. Should the equipment need to be removed or relocated after termination
the costs of relocation or removal shall be borne by the terminating party.
29.3 Nothing contained in this MOU or the JPA Agreement requires that AGENCY
remain as a MEMBER, however the JPA Agreement does contain terms for withdrawal
from the JPA.
30.1 After the MOU’s termination or expiration, those provisions which by their nature or
context are intended to survive beyond termination or expiration, and all provisions
regarding indemnification and limitations of liability, will survive indefinitely or until the
expiration of the time period specified elsewhere in this MOU with respect to the provision
in question.
30.2 Upon the MOU’s termination or expiration, as between the Parties, the SVRIA retains
all right, title and interest in and to the SVRCS.
This MOU shall be binding upon and shall inure to the benefit of the successors of the
Parties. With the exception of asset transfer to SVRIA, and if applicable, AGENCY as
detailed herein, no Party may assign any rights or obligations hereunder without the
written consent of the other Party, except as provided herein.
No waiver by either Party of any breach or default of any of the covenants or agreements
herein shall be deemed to be a waiver as to any subsequent and/or similar breach or
default.
Page 14 of 19
33.1 SVRIA agrees to indemnify, defend and hold harmless the AGENCY, its officers,
agents and employees to the fullest extent allowed by law from any and all claims,
actions, causes of action, losses, damages, liabilities and costs of every nature,
including all claims, actions, causes of action, losses, damages, liabilities for property
damage, bodily injury, or death, and all costs of defending any claim, action or cause of
action, caused by, arising out of, or resulting from, or alleged to have been caused by,
arise out of, or result from, in whole or in part, SVRIA’s performance under this
Agreement, except for any claims, actions, causes of action, losses, damages, costs or
liabilities proximately caused by the sole negligence or willful misconduct of AGENCY.
33.2 The foregoing indemnity provision is intended to fully allocate the parties’ risk of
liability to third-parties; and there shall be no rights to indemnity or contribution, in law or
equity or otherwise between the parties that are not set forth in this section. SVRIA
waives all rights to subrogation for any matters covered by this provision. SVRIA's
responsibility for such defense and indemnity obligations as set forth in this provision
shall survive the termination or completion of this MOU for the full period of time allowed
by law.
"Force Majeure Event" means any circumstances or occurrence which is beyond the
reasonable control of a Party including, but not limited to, acts of God, war or national
emergency, riot, civil commotion, fire, explosion, flood, epidemic, strike, lock-out or other
form of industrial action (other than those relating solely to any Party’s own workforce). If
a Force Majeure Event affects either Party, that Party shall promptly notify the other Party
of the nature and extent of the Event. No Party shall be liable for any loss or damage
suffered or incurred by the other Party arising from the first Party’s delay in performing or
failure to perform its obligations under the MOU to the extent that and for so long as the
delay or failure results from any Force Majeure Event, provided the same arises without
the fault or negligence of the first Party. Each Party shall use its commercially
reasonable efforts to minimize the effects of any Force Majeure Event on the operation of
this MOU and the System.
SECTION 35. SUCCESSOR IS DEEMED INCLUDED IN ALL REFERENCES TO
PREDECESSOR
Whenever SVRIA or AGENCY is named or referred to herein, such reference shall be
deemed to include the successor to the powers, duties and functions that are presently
vested in SVRIA or AGENCY, and all agreements and covenants required hereby to be
performed by or on behalf of SVRIA or AGENCY shall bind and inure to the benefit of
the respective successors thereof whether so expressed or not; provided; however, that
SVRIA shall not provide service from the System to any successor to AGENCY until
such successor accepts in writing, AGENCY’s obligations.
Page 15 of 19
SECTION 36. WAIVER OF PERSONAL LIABILITY
No board member, officer, attorney or employee of AGENCY or SVRIA shall be
individually or personally liable under the MOU.
SECTION 37. NOTICES
37.1 All deliveries, notices, requests, demands, or other communications provided for or
required by this MOU shall be in writing and shall be deemed to have been given when
sent by registered or certified mail, return receipt requested or when sent by overnight
carrier;.
Notices shall be addressed to:
SVRIA:
Heather Tannehill-Plamondon
Executive Director, SVRIA
601 El Camino Real
Santa Clara, CA 95050
Telephone: 408-615-5571
Email:hplamondon@svria.org
AGENCY: City of Palo Alto Police
275 Forest Avenue
Palo Alto, CA 94301
Attention: Charles Cullen
Telephone: 650-329-2331
Email: Charlie.cullen@cityofpaloalto.org
37.2 A Party may change its Notice contact or Notice address by written Notice to the
other Party. Such change becomes effective no sooner than ten (10) days after the date
of such Notice.
The titles, numbers and headings of paragraphs, sections, subsections, and exhibits are
for convenience only and are not intended to affect the MOU’s construction or
interpretation.
This MOU and attached exhibits incorporate all the agreements, covenants, and
understandings between the Parties concerning the subject matter hereof, and all such
agreements, covenants, and understandings have been merged into this MOU. No prior
Page 16 of 19
agreement or understanding, verbal or otherwise, of the Parties or their agents shall be
valid or enforceable unless embodied in this MOU.
This MOU may be executed in one or more counterparts, each of which shall be
deemed to be an original, but all of which together shall constitute one and the same
instrument.
California law governs the MOU’s performance and interpretation.
Page 17 of 19
If a Party to this MOU brings a lawsuit connected to the System, the Parties agree that
venue shall be exclusively vested in the State Courts of the County of Santa Clara.
IN WITNESS OF, the Parties have executed the MOU through their duly authorized
representatives as of the last date set forth below.
Signed:
SVRIA AGENCY
By: ___________________________ By: _____________________________
Chair of Board of Directors Name, or Designee
Date: _________________, 2015 Date: ________________, 2015
Attest: Approved as to Form and Legality:
By: ___________________________ By: _____________________________
Name, or Designee
(title) _______________________
Date: _______________, 2015 Date: ________________, 2015
Approved as to Form and Legality:
By: _____________________________
Gary M. Baum
General Counsel, SVRIA
Date: ________________, 2015
MOU SVRIA SVRCS clean version Palo Alto (26) 4-14-15
Page 18 of 19
Exhibit A
Cost per agency Breakdown
FY14/15 FY15/16 FY16/17 FY17/18
Infrastructure
Cost
San Jose 2,750 26.63% 2,562,234$ 2,562,234$ 2,562,234$ 7,686,703$
Santa Clara County 2,130 20.62%1,984,567$ 1,984,567$ 1,984,567$ 5,953,701$
VTA 2,000 19.36%1,863,443$ 1,863,443$ 1,863,443$ 5,590,329$
Santa Clara 791 7.66% $354,639 618,779$ 618,779$ 618,779$ 2,210,975$
Palo Alto 690 6.68%642,888$ 642,888$ 642,888$ 1,928,664$
Sunnyvale 455 4.41%423,933$ 423,933$ 423,933$ 1,271,800$
Mountain View 300 2.90%279,516$ 279,516$ 279,516$ 838,549$
Gilroy 262 2.54%244,111$ 244,111$ 244,111$ 732,333$
Milpitas 249 2.41%231,999$ 231,999$ 231,999$ 695,996$
Campbell 189 1.83%176,095$ 176,095$ 176,095$ 528,286$
Los Gatos 140 1.36%130,441$ 130,441$ 130,441$ 391,323$
Morgan Hill 135 1.31%125,782$ 125,782$ 125,782$ 377,347$
Los Altos 90 0.87%83,855$ 83,855$ 83,855$ 251,565$
SJSU 73 0.71%68,016$ 68,016$ 68,016$ 204,047$
Community Colleges 43 0.42%40,064$ 40,064$ 40,064$ 120,192$
South County Fire 31 0.30%28,883$ 28,883$ 28,883$ 86,650$
10,328 100.00%28,868,460$
April 13,2015 10,328 354,639$ 9,504,607$ 9,504,607$ 9,504,607$ 28,868,460$
Infrastructre
User Count
Page 19 of 19
Operations
and
Maitenance
(FY18/19)
Operations
and
Maitenance
(FY19/20)
Operations
and
Maitenance
(FY20/21)
Operations
and
Maitenance
(FY21/22)
Operations
and
Maitenance
(FY22/23)
Operations
and
Maitenance
(FY23/24)
Operations
and
Maitenance
(FY24/25)
Operations
and
Maitenance
(FY25/26)
Operations
and
Maitenance
(FY26/27)
Operations
and
Maitenance
(FY27/28)
Operations
and
Maitenance
(FY28/29)
San Jose 2,750 26.63%$1,008,125 $1,008,125 997,406$ 1,014,899$ 1,033,175$ 1,052,376$ 1,072,464$ 1,093,484$ 1,115,525$ 1,138,589$ 1,159,952$
Santa Clara County 2,130 20.62%$780,838 $780,838 772,536$ 786,086$ 800,241$ 815,113$ 830,672$ 846,953$ 864,025$ 881,889$ 898,436$
VTA 2,000 19.36%$733,182 $733,182 725,386$ 738,109$ 751,400$ 765,365$ 779,974$ 795,261$ 811,291$ 828,064$ 843,601$
Santa Clara 791 7.66%$289,973 $289,973 286,890$ 291,922$ 297,179$ 302,702$ 308,480$ 314,526$ 320,866$ 327,500$ 333,644$
Palo Alto 690 6.68%$252,948 $252,948 250,258$ 254,647$ 259,233$ 264,051$ 269,091$ 274,365$ 279,895$ 285,682$ 291,043$
Sunnyvale 455 4.41%$166,799 $166,799 165,025$ 167,920$ 170,943$ 174,120$ 177,444$ 180,922$ 184,569$ 188,385$ 191,919$
Mountain View 300 2.90%$109,977 $109,977 108,808$ 110,716$ 112,710$ 114,805$ 116,996$ 119,289$ 121,694$ 124,210$ 126,540$
Gilroy 262 2.54%$96,047 $96,047 95,026$ 96,692$ 98,433$ 100,263$ 102,177$ 104,179$ 106,279$ 108,476$ 110,512$
Milpitas 249 2.41%$91,281 $91,281 90,311$ 91,895$ 93,549$ 95,288$ 97,107$ 99,010$ 101,006$ 103,094$ 105,028$
Campbell 189 1.83%$69,286 $69,286 68,549$ 69,751$ 71,007$ 72,327$ 73,708$ 75,152$ 76,667$ 78,252$ 79,720$
Los Gatos 140 1.36%$51,323 $51,323 50,777$ 51,668$ 52,598$ 53,576$ 54,598$ 55,668$ 56,790$ 57,965$ 59,052$
Morgan Hill 135 1.31%$49,490 $49,490 48,964$ 49,822$ 50,719$ 51,662$ 52,648$ 53,680$ 54,762$ 55,894$ 56,943$
Los Altos 90 0.87%$32,993 $32,993 32,642$ 33,215$ 33,813$ 34,441$ 35,099$ 35,787$ 36,508$ 37,263$ 37,962$
San Jose State 73 0.71%$26,761 $26,761 26,477$ 26,941$ 27,426$ 27,936$ 28,469$ 29,027$ 29,612$ 30,224$ 30,791$
Community Colleges 43 0.42%$15,763 $15,763 15,596$ 15,869$ 16,155$ 16,455$ 16,769$ 17,098$ 17,443$ 17,803$ 18,137$
South County Fire 31 0.30%$11,364 $11,364 11,243$ 11,441$ 11,647$ 11,863$ 12,090$ 12,327$ 12,575$ 12,835$ 13,076$
10,328 100.00%$3,786,150 $3,786,150 3,745,893$ 3,811,593$ 3,880,229$ 3,952,343$ 4,027,786$ 4,106,729$ 4,189,508$ 4,276,125$ 4,356,358$
April 13, 2015 10,328 $3,786,150 $3,786,150 3,745,893$ 3,811,593$ 3,880,229$ 3,952,343$ 4,027,786$ 4,106,729$ 4,189,508$ 4,276,125$ 4,356,358$
User Count
Exhibit B
I Site Name I PALO ALTO
ASSIGNMENT AND ASSUMPTION OF
SILICON VALLEY REGIONAL INTEROPERABILITY AUTHORITY
ECOMM EQUIPMENT INSTALLATION LICENSE AGREEMENT
LICENSOR CITY OF PALO ALTO, CALIFORNIA
LICENSOR's
AUTHORIZED
REPRESENTATIVE
ASSIGNOR CITY OF SAN JOSE, CALIFORNIA
(LICENSEE)
ASSIGNEE SILICON VALLEY REGIONAL INTEROPERABILITY
(NEW LICENSEE) AUTHORITY
SITE LOCATION PALO ALTO CIVIC CENTER
250 Hamilton Avenue
Palo Alto, California
This Assignment and Assumption consists of this cover page together with the attached
License Agreement including all of its attachments.
RECITALS
WHEREAS, the LICENSOR AND LICENSEE entered into the above referenced
License Agreement, a copy of which is attached hereto as Exhibit A; and
WHEREAS, ASSIGNOR has transferred its duties to manage and operate the
SVRIP ECOMM Project to ASSIGNEE, and it is reasonable and necessary for
ASSIGNEE to become the LICENSEE for access to the all of the Project Sites;
NOW, THEREFORE, the undersigned agree as follows:
1. ASSIGNOR hereby assigns all of its rights, interests and obligations in the
License Agreement to ASSIGNEE.
2. ASSIGNEE hereby accepts such assignment and agrees to perform all of the
obligations of the Licensee as set forth in the License Agreement.
3. In accordance with Section 14 of the License Agreement, by its signature
below LICENSOR hereby consents to the foregoing assignment and
T -20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15 1
I Site Name I PALO ALTO
assumption, and releases ASSIGNOR from further obligations under the
License Agreement.
This Assignment and Assumption is entered into as of ________ , 2015.
ASSIGNOR (Licensee)
CITY OF SAN JOSE
8y ___________ _
Name: __________ _
Title: ___________ _
Date: ___________ _
APPROVED AS TO FORM:
Approved and Consented to:
LICENSOR
CITY OF PALO ALTO
8y ___________ _
Name: __________ _
Title: ___________ _
Date: ___________ _
APPROVED AS TO FORM:
T -20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15 2
ASSIGNEE (New Licensee)
SILICON VALLEY REGIONAL
INTEROPERABILITY AUTHORITY
By ___ ~~---------
Name: Heath r Plamondon
Title: Executive Director
Date:
APPROVED AS TO FORM:
Gary . Baum, General Counsel
I Site Name I PALO ALTO
EXHIBIT A
I Site Name I PALO ALTO
SILICON VALLEY REGIONAL INTEROPERABILITY PROJECT
ECOMM EQUIPMENT INSTALLATION LICENSE AGREEMENT
LICENSOR CITY OF PALO ALTO, CALIFORNIA
LlCENSOR"s
AUTHORIZED FRANK 8ENEST, CITY MANAGr:;R
REPRESENTATIVE
LICENSEE CITY OF SAN JOSE, CALIFORNIA
SITE LOCATION PALO ALTO CIVIC CENTER .
250 Hamilton Avenue, Palo Alto, CA
TERM I End Date I APRIL 4, 2018 Start Date APRIL 4, 2008
This License Agreement consists of this cover page together with the attached Terms and
Conditions of SVRIP ECOMM Equipment Installation License Agreement and the
~II . tt h t o oWing a ac men s:
·UST OF ATTACHMENTS
Exhibit A Description of Site Location
Exhibit 8 Description of ECOMM Equipment Area
Exhibit C Description of ECOMMSite Design
RECITALS
WHEREAS, the LICENSOR AND LICENSEE have been and are expected to remain
parties to previous agreements regarding the installation of an ECOMM microwave network
to be deployed for mutual use among them and other public entities (the "SVRIP ECOMM
Project" or the "Project"), and recognize the mutual benefits of sharing the interoperable
communications to be carried by the ECOMM microwave network; and .
WHEREAS, LICENSOR is the owner of that certain real property located at the above
referenced SITE LOCATION, County of Santa Clara, State of California, as further described
in Exhibit "A" (the ECOMM "Description of Site Location") attached hereto and made a part
hereof (the entirety of LICENSOR's property is rererred to hereinafter as the "Property"), and
LICENSOR is authorized to enter into this License Agreement. .
WHEREAS, LICENSEE desires to license a portion of said Property (hereinafter referred
to as the "ECOMM Equipment Area") with access rights thereto, containing approximately 10
square feet of floor space and approximately 50 square feet of ground space located upon
the Property as substantially shown on Exhibit "8" attached hereto and made a part hereof..
WHEREAS, on behalf of the Project LICENSEE will furnish and install certain ECOMM
Equipment, which is more particularly defined and described in the attached Exhibit C (the
"ECOMM Site Design"), on the LICENSOR's property (the "Property"); and
T-20.076.001/PaloAltoSiteLicense032108
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
I Site Name I PALO ALTO
I Site Name I PALO ALTO
WHEREAS, LICENSOR finds that a grant of this right to LICENSEE will be in the public
interest and will not substantially conflict or interfere with the LICENSOR's use of the
Property.
NOW THEREFORE LICENSOR AND LICENSEE AGREE AS FOLLOWS:
1. Grant
Subject to the terms and conditions of this' Agreement, LICENSOR hereby grants to
LICENSEE a non-exciusive,license during the Term (as defined below) to access and use the
portions of the Property described in Exhibit'S (hereinafter referred to as the "ECOMM
Equipment Area").
2. Use
LICENSEE shall have the right to enter the Property and to use the ECOMM Equipment Area
solely for the installation, operation, repair, replacement and maintenance of the ECOMM
Equipment. All ECOMM Equipment shall be installed in accordance with the site plans and
specifications for such ECOMM EqUipment, described in Exhibit C (hereinafter referred to as
the "Site Designs"), and in accordance with the following construction standards:
a) The ECOMM Equipment shall be affix~d and braced to the existing LICENSOR
racks and any other relevant structures, if any, by a means and in a manner
acceptable to LICENSOR's Authorized Representative, or designee.
b) LICENSEE's installation, maintenance, repair, replacement and operation of its
radio, electronic and related ECOMM EqUipment shall be performed by a qualified
technical person. All work shall be done in a workmanlike manner and in
compliance with all applicable statutes, ordinances, regulations and other laws and
in compliance with the Quality Standards for Fixed Network Equipment Instal/ation
R-56 published by Motorola, Inc.
LICENSEE recognizes the pre-existing right of LICENSOR to reserve and utilize, separate
and independent from, and without harmful interference from,any othei" user of the Property
or the ECOMM Equipment Area, a portion of the Property or: ECOMM Equipment Area for
LICENSOR's communication operations. LICENSEE agrees to design, construct, install and
modify, as appropriate, its ECOMM Equipment and communication operations so as to avoid
interference with the signals of LICENSOR and any eXisting licensee. If LICENSEE's
installation, or operation, in any way hinders, obstructs, or through testing described below is
,shown to interfere with the communications existing at the time of this agreement or other
ECOMM EqUipment of LICENSOR, or any licensee at the Property or ECOMM Equipment
Area, LICENSEE shall, at its sole cost and expense, upon receipt of written notification (by e-
mail, fax or otherwise from the LICENSOR's Authorized Representative or designee),
forthwith cease the interfering installation or operation. If such hindrance, interference or
obstruction is not eliminated or does not fully cease within seventy-two (72) hours after
receipt by LICENSEE from LICENSOR of written notification of the existence thereof,
LICENSOR may order LICENSEE to cease, and upon receipt of such order Licensee shall
T -20.076.001/PaloAltoSlleLicense0321 08 2
T -20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
I Site Name I PALO ALTO
I Site Name . I PALO ALTO
cease, operation of the offending ECOMM Equipment as may be necessary to continuously
eliminate said interference. In the event of LICENSEE's inability or refusal to eliminate such
interference, LICENSOR may at its option, immediately seek intervention of the Court.
LICENSEE's ECOMM Equipment and operations will be configured so that LICENSOR shall
at all times have access to the main power supply for LICENSEE's ECOMM Equipment so
that it can be disconnected by LICENSOR in the.event of an emergency. LICENSOR may
immediately terminate power supply to LICENSEE's ECOMM Equipment in the event of an
emergency and in such an event, will provide notice to LICENSEE as soon as practicable of
the power supply termination.
Any interference and incompatibility testing required to determine radio interference with
other ECOMM Equipment at the Property or ECOMM Equipment Area shall, at LICENSEE's
'expense, be made by a qualified technician representing LICENSEE and a representative
designated by LICENSOR. If the testis satisfactory to both the technician and the
LICENSOR representative, a certification of such test signed by both the technician and the
LICENSOR representative shall be forwarded to LICENSOR at the location for notices
indicated in this Agreement.
LICENSOR reserves the right to otherwise use the Property and ECOMM Equipment Area
involved in any manner (including the right to alter, replace, improve or otherwise modify the
Property) so long as such use does not unreasonably interfere with LICENSEE's rights
hereunder.
3. Tern-t
This Agreement shall have a term from the Start Date until the End Date indicated on the
cover page of this Agreement ("Term"). The Parties have an option to extend the Term for
up to two additional, consecutive five (5) year periods upon the same terms, covenants and
conditions as are contained in this Agreement ("Options"). LICENSEE shall exercise the
Options by giving written notice of exercise to LICENSOR not less than one hundred twenty
(120) days prior to the expiration of the current Term. Notwithstanding· anything to the
contrary herein, in the event that the governing body of the LICENSOR elect during the Term
to transfer the Property (or portion thereof) or otherwise discontinue LICENSOR operations at
the Property or ECOMM Equipment Area, LICENSOR may terminate this Agreement by
providing LICENSEE with one .hundred-eighty (180) days advance written notice of such
termination.
4. Consideration
In addition to the mutual covenants and obligations of the parties hereunder, the Parties
acknowledge that in return for this Agreement the LICENSEE has give~, and the LICENSOR
has received, good and valuable consideration in the form of the· interoperable
communications channels provided by the ECOMM Equipment installed on LICENSOR's site.
T -20. 076.001/palciAltoSlteLicense0321 06 3
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
I Site Name I PALO ALTO
I SiteName I PALO ALTO
5. Condition of ECOMM Equipment Area
LICENSEE agrees to take the ECOMM Equipment Area and Property "as is." LICENSOR
does not warrant or represent that the ECOMM Equipment Area or Property is suitable for
LICENSEE's purposes, LICENSEE having made its own investigation and independent
determination of the satisfactory condition of the ECOMM Equipment Area and Property and
its suitability for its use. LICENSEE' assumes for. itself; its employees, agents and
contractors, all risks associated with its entry into the ECOMM Equipment Area and Property.
LICENSEE waives any claim against LICENSOR, its employees and agents for injuries'
sustained by LICENSEE, its employees, agents and contractors in the ECOMM Equipment
Area and surrounding property and for any damage to LICENSEE's property, except to the
extent of liability for. injuries' or damage caused by LICENSOR's negligence or willful
misconduct.
6. Maintenance and Repair:
LICENSEE shall be responsible for maintaining, repairing and replacing its ECOMM
Equipment. LICENSEE shall perform preventive maintenance on its ECOMM Equipment on
a regular schedule or as recommended by the manufacturer of the specific ECOMM
Equipment. In order to accomplish the required maintenance, LICENSEE will be allowed
access to its ECOMM Equipment 24 hours a day, seven' days a week, subject to compliance
with Section 14. .
LICENSOR, at LICENSOR's expense, shall maintain the ECOMM Equipment Area (other
than the ECOMM Equipment) in good order, condition and repair; provided, however, any
damage in or to the ECOMM Equipment Area or Property or systems caused by LICENSEE
or any agent, officer, employee, or contractor of LICENSEE, shall be promptly repaired by
LICENSEE at its expense. LlCENSEEshall immediately notify LICENSOR of such damage
and obtain LICENSOR's written consent before proceeding with such repairs ..
Upon expiration or earlier termination of this Agreement, LICENSEE shall remove all of its
ECOMM Equipment and shall return the ECOMM Equipment Area to its original condition,
less reasonable wear and tear, or as otherwise agreed by the parties.
7. Utilities and SerVices
LICENSOR agrees to furnish ·to the ECOMM Equipment Area (subject to interruption as
provided in this Agreement) all utilities reasonably required for LICENSEE's intended use.
LICENSOR shall not be liable for any damage or loss directly or indirectly resulting from any
interruption, limitation, curtailment, rationing or restriction on use of electricity, water or any
resource or form of energy serving the ECOMM Equipment Area or the Property, whether
such results from mandatory restrictions or voluntary compliance with guidelines, or from any
other cause other than willful misconduct by the LICENSOR or its employees. Subject to
LICENSOR's right to temporarily interrupt power and other services in connection with the
making of repairs or improvements in or around the ECOMM Equipment Area, LICENSOR
. shall use reasonable efforts promptly to correct any interruption in the furnishing of services.
T -20.076. 001/PaloAItoSIteLicense0321 08 4
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
I Site Name I PALO ALTO
I Site Name I PALO ALTO
LICENSEE shall be responsible fOr providing the battery power to operate its ECOMM
Equipment.
8. Damage and Destruction:
If the Property, ECOMM Equipment Area, or any portion thereof is destroyed or made
unusable by fire, flood, vandalism, earthquake or any other causes ("Destruction") so as to
make it impossible or impracticable to carry on business in substantially the same manner it
was conducted before the Destruction, then LICENSEE understands and agrees that any
restoration of the Property, ECOMM Equipment Area, or portions thereof, shall be at the sole
discretion of the LICENSOR. If the Property, ECOMM Equipment Area, or portion there.of
cannot be restored within ninety (90) calendar days of the damage or destruction at a
commercially reasonable cost or LICENSOR determines that it does not have available funds
and authority, (in'its sale discretion), this Agreement and its provisions may be terminated by
election of either party. In the event of the termination of this Agreement, LICENSEE shall
remove its ECOMM Equipment, except as otherwise agreed to by LICENSOR.
9. Default
The following shall constitute Events of Default:
(i) The failure of either Party to perform any of its obligations, exclusive of the
noninterference reqUirements of Section 2 of this Agreement, hereunder which
remains uncured for 15 days after written notice to it by the non-defaulting party will
constitute an Event of Default. Notwithstanding the foregoing, if the Event of Default is
such that it will reasonably require more than 15 days to cure, then the Defaulting
Party shall not be in default hereunder if it commences the cure. within 15. days after
written notice and thereafter proceeds diligently to complete the cure, but in no case
shall such Event of Default continue for more than 60 days; or
(ii) The failure of LICENSEE to comply with the noninterference requirements of
this Agreement as provided in Section 2.
In an Event of Default, the non-defaulting party may, without waiving any other rights or
remedies, immediately terminate this Agreement. Upon the expiration or termination of this
Agreement, all rights and obligations of the Parties under this Agreement terminate upon the
effective date of such expiration or termination.
Without limiting the Pa~ies' rights or remedies at law or equity, if this Agreement is
terminated, LICENSEE shall (i) immediately. remove all ECOMM Equipment from the
ECOMM Equipment Area and any related LICENSOR Property; and (ii) leave the ECOMM
EqUipment Area and LICENSOR's Property in a clean, neat and safe condition.
10. Indemnification
In lieu of and notwithstanding the pro rata risk allocation which might otherwise be imposed
between the Parties pursuant to California Government Code §895.6, LICENSEE shall
T ·20.076.001 IPaloAItoSiteLicense0321 08 5
T·20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3·3·15
License Agreement
I Site Name I PALO ALTO
I Site Name I PALO ALTO J
i'ndemnify, defend, reimburse and hold harmless LICENSOR, its officers, employees and
agents, against any claim, suit, liability, loss, expense or damage, including reasonable
attorney's fees and costs, with respect to injury or death to any person or damage to any
property to the extent such arises from or is related to the use of the Property and ECOMM
Equipment Area by LICENSEE, its officers, employees or agents. LICENSOR shall
indemnify, defend and hold harmless LICENSEE, its officers, employees and agents, against
any claim, liability, loss, expense or damage, including reasonable attorney's fees and costs,
with respect to injury or death to any person or damage to any property to the extent such
arises from the negligence or willful misconduct of LICENSOR, its officers, empioyees or
agents in connection with this Agreement. This mutual indemnity shall survive the
termination or expiration of this Agreement. Notwithstanding the foregoing, neither party shall
be liable to the other party for any special or consequential damages.
11. Limited L1c,ense Only
This Agreement provides, subject to the terms and conditions herein, only a non-exclusive
License in the ECOMM Equipment Area and does not in any way confer on LICENSEE any
other interest, whether implied or expressed, in any real property. As between LICENSEE
and LICENSOR, LICENSEE retains all right, title and interest in the ECOMM Equipment.
12. Insurance
LICENSEE represents and warrants that, at I,.ICENSEE'S sole cost and expense, it will
maintain for the duration of this' AGREEMENT self-insurance against claims for injuries to
persons or damages to property which may arise from, or in connection with, the
performance by LICENSEE of its obligations under the Agreement and that of its agents,
representatives, employees or subcontractors and the indemnity provisions of this
agreement.
13. Alterations/Security System
LICENSEE shall not make any alterations to the ECOMM Equipment Area without
LICENSOR's prior written consent and approval of any proposed plans and specifications.
LICENSEE may install a security system in the ECOMM Equipment Area for its own ECOMM
EqUipment, provided LICENSEE submit its plans for same to LICENSOR for LICENSOR's
prior written approval, which approval shall not be unreasonably withheld. LICENSEE shall
comply with all security reqUirements associated with this secured facility including, for
example, requiring all of its employees, agents and contractors to provide evidence of proper
identification before entry, keeping any keys to the Building provided to LICENSEE in a safe
and secure place and otherwise cooperating with LICENSOR's security requirements.
14. Assignment and Transfer
The rights granted to LICENSEE shall not be assigned, sold, encumbered or transferred by
LICENSEE, in whole or in part, without the prior written consent of the LICENSOR.
Notwithstanding the foregoing, nothing herein shall preclude LICENSEE from altering,
T-20.076,001/PaloAltoSlleLicense032108 6
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
I Site Name I PALO ALTO
I Site Name I PALO ALTO
transferring or moving the ECOMM Equipment to another site or entering into another license
agreement to relocate the ECOMM Equipment. .
15. Notices:
All notices required to be given hereunder, or which either party may wish to give, shall be in
writing and shall be served either by personal delivery, rapid courier (such as Federal
Express or United Parcel Service) or by regular mail, postage prepaid, addressed as follows:
To LICENSOR:
To LICENSEE:
16. Non-Discrimination
City of Palo Alto
City Manager
250 Hamilton Avenue
Palo Alto, CA 94303
Telephone: (650) 329-2563
Facsimile: (650) 325:'5025
or to such place as LICENSOR may designate by written
notice.
City of San Jose
City Manager
New City Hall, 17th Floor
200 E. Santa Clara Street
San Jose, CA 95113
or to such other place as LICENSEE may designate by
written notice.
A. Requirements. The Parties shall comply with all applicable Federal, State, and
local laws and regulations. Such laws inclUde but are not limited to the following: Title VII of
the Civil Rights Act of 1964 as amended; Americans with Disabilities Act of 1990; The
Rehabilitation Act of 1973 (Sections 503 and 504); California Fair Employment and Housing·
Act (Government Code sections 12900, et seq.) and California Labor Code sections 1101
and 1102. LICENSEE shall not discriminate against any subcontractor, employee, or
applicant for employment because of age, race, color, national origin, ancestry, religion,
sex/gender, sexual orientation, mental disability, physical disability, medical condition,
political beliefs, organizational affiliations, or marital status. in the recrUitment, selection for
training including apprenticeship, hiring, employment, utilization, promotion, layoff, rates of
payor other forms of compensation, nor shall LICENSEE discriminate in provision of services
provided under this Agreement because of age, race, color, national origin, ancestry, religion,
sex/gender, sexual orientation, mental disability, physical disability, medical .condition,
political beliefs, organizational affiliations or marital status.
B. Failure to Comply. Failure to comply with the requirements set forth herein
shall be deemed cause for cancellation, termination, or suspension of this Agreement.
T-20.076.001/PaloAltoSiteLicense032108 7
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
I Site Name I PALO ALTO
LIS_i_te_N_a_m __ e __ ~ __ ~I_PA __ LO __ A_L_T_O __________ ~1
17. Permits
LICENSEE shall, at LICENSEE's soJe cost and expense and prior to the commencement of
activities permitted hereunder, comply with all laws, orders, and obtain all permits which may
be required by public agencies including, without limitation, the Federal Communications
. Commission, CAL-OSHA and other relevant agencies and local jurisdiCtions· to the extent
they have jurisdiction over the activities. of LICENSEE at LICENSOR's Site Location and shall
comply with all conditions and requirements set forth in the permits issued by such agencies.
During the term of this Agreement, LICENSEE shall maintain, to the extent relevant, an FCC
license in full force and attach a copy of such license to each transmitter.
18. Governing LaW and Jurisdiction
This Agreement will be deemed accepted by thE;) Parties in, and governed by and construed
in accordance with,. the laws of the State of California without giving effect to its conflicts of
laws provisions. All actions with respect of this Agreement shall be brought in state courts
having jurisdiction within Santa Clara County, California and the parties -expressly consentto
the personal jurisdiCtion of such courts.
19. Entire Agreement
This Agreement represents the entire Agreement by and between the parties relative to the
use of the subject site_ Any prior or contemporaneous oral or written agreements by and
between the parties and/or their agents and representatives relative to such use are revoked .
and extinguished by this Agreement.
20. Representations and Warranties
The Parties represent and warrant that (i) they are not currently bound by any other
agreements, restrictions or obligations, nor will they assume any such obligations or
restrictions which do or would in any way interfere or be inconsistent with this Agreement;
and (ii) the signatories to this Agreement possess all necessary authority to enter into this
Agreement in all respects and render it effective.
21. Amendments
This Agreement may not be modified except in writing signed by duly authorized
representative(s) of the Parties.
22. Waiver
Waiver by the Parties of any breach of any term, covenant or condition of this Agreement
shall not be deemed to waive the same or any other term, covenant or condition of this
Agreement or the right to subsequently enforce such term or condition in the future.
T-20.076.001IPaloAltoSiteLicense032106 8
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
I Site Name I PALO ALTO
I Site Name I PALO ALTO
23. Severability
In the event that any provision of this Agreement is held or construed to be invalid by any
arbitrator or court having jurisdiction over disputes related to this Agreement, such provision
will, if reasonable to do so, be restated to reflect as nearly as possible the original intentions
of the Parties in accordance with applicable law, or, if not reasonable to do so, be deemed to
be excluded from this Agreement. In any event, all other provisions of this Agreement will
remain in full force and effect.
24. Counterparts
This Agreement may be signed in multiple counterparts, each of which will be considered an
original, and all of which will be considered one and t~e same document. This Agreement
may be executed by facsimile signature.
This License Agreement is entered into the date set forth below by and between LICENSOR
and LICENSEE.
DATE
LICENSOR
City of Palo Alto
BY~t44J Name: Emily Harrison
Title: Assistant City Manager
APPROVED AS TO FORM:
T-20.076.001/PaloAlloSileUcense032108 9
LICENSEE
City of San Jose
By~J!;
Name: ' "J
Title: Deanna Santana
Deputy City Manager
APPROVED AS rOFORM:
Senior Deputy City Attorney
City of San Jose
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
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ECOMM LICENSE EXHffiITB EQUIPMENT AREA
. Palo Alto Civic Center Roof: ECOMM Egyipment AIea
The ECOMM microwave dishes toward Mountain View and Los Altos mount at the former location of the satellite antenna
250 HAMIL TON AVENUE, PALO ALTO, CA
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Palo Alto
ANTENNA ELEVATION
Elevation View of new roof mount with antennas,
250 HAMILTON A VENUE, PALO ALTO, CA
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
I Site Name I PALO ALTO
ECOMM LICENSE EXHIJlITB EQUIPMENT ROOM
FLOOR PLAN
. '-----. - --, --'. -
';-.' --,-1 :~ L , ,_ _ _
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Palo Alto Equipment Room Floor Plan
S'h Floor, Civic Center Building
250 HAMIL TON AVENUE, PALO ALTO, CA
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
I Site Name PALO ALTO
ECOMM LICENSE EXHIBITC SITE DESIGN
ECOMM Site Design at Palo Alto Civic Center
1) LICENSEE shall furnish & install the following ECOMM components:
a) .One rooftop antenna mount that meets the requirements of the ECOMM structural analysis, at
the location shown in Exhibit B.
b) Two 3 foot microwave antennas on the new rooftop antenna mount facing Los Altos and
Mountain View. .
c). A rooftop penetration above the existing equipment room location, installed by a licensed
roofer.
d) A waveguIde entry port, core drilled into the equipment room by a licensed concrete worker.
e) Two waveguide runs from tpe two new microwave antennas to the microwave radio location
in the existing equipment room through the new waveguide entry port. .
f) One equipment rack containing two new microwave radios and multiplex equipment facing
Los Altos and Mountain View.
g) One equipment rack containing new DC chargers, batteries and dehydrator.
h) An extension of LICENSOR's 220VAC electrical power to the new ECOMM DC rectifier.
2) All LICENSEE work to be performed, tested and accepted per the design documents
contained in the LICENSEE contract with Harris Stratex Networks, Inc., dated December II,
2007, and as amended.
3) Final location and configuration of equipment may be adjusted by mutual agreement of
LICENSEE and LICENSOR to achieve ECOMM system perfonnance objectives and to avoid
conflict with existing LICENSOR structures, equipment and utilities encountered during
installation.
T-20.076.002\ Assignment Palo Alto SVRIA San Jose (2) 3-3-15
License Agreement
EXHIBIT A
Construction and Implementation Payments
Cost per agency Breakdown
FY14/15 FY15/16 FY16/17 FY17/18
Infrastructure
Cost
San Jose 2,750 26.46% 2,545,720$ 2,545,720$ 2,545,720$ 7,637,159$
Santa Clara County 2,130 20.49%1,971,776$ 1,971,776$ 1,971,776$ 5,915,327$
VTA 2,000 19.24%1,851,432$ 1,851,432$ 1,851,432$ 5,554,297$
Santa Clara 791 7.61% $354,639 614,029$ 614,029$ 614,029$ 2,196,725$
Palo Alto 690 6.64%638,744$ 638,744$ 638,744$ 1,916,233$
Sunnyvale 455 4.38%421,201$ 421,201$ 421,201$ 1,263,603$
Mountain View 310 2.98%286,972$ 286,972$ 286,972$ 860,916$
Gilroy 304 2.92%281,418$ 281,418$ 281,418$ 844,253$
Milpitas 249 2.40%230,503$ 230,503$ 230,503$ 691,510$
Campbell 189 1.82%174,960$ 174,960$ 174,960$ 524,881$
Los Gatos 140 1.35%129,600$ 129,600$ 129,600$ 388,801$
Morgan Hill 135 1.30%124,972$ 124,972$ 124,972$ 374,915$
Los Altos 90 0.87%83,314$ 83,314$ 83,314$ 249,943$
SJSU 86 0.83%79,612$ 79,612$ 79,612$ 238,835$
South County Fire 31 0.30%28,697$ 28,697$ 28,697$ 86,092$
Foothill/DeAnza 23 0.22%21,291$ 21,291$ 21,291$ 63,874$
West Valley/Mission 22 0.21%20,366$ 20,366$ 20,366$ 61,097$
10,395 100.00%28,868,460$
4/30/2015 FINAL 10,395 354,639$ 9,504,607$ 9,504,607$ 9,504,607$ 28,868,460$
User Count
EXHIBIT B
Operations and Maintenance Projected Costs
Operations
and
Maitenance
(FY18/19)
Operations
and
Maitenance
(FY19/20)
Operations
and
Maitenance
(FY20/21)
Operations
and
Maitenance
(FY21/22)
Operations
and
Maitenance
(FY22/23)
Operations
and
Maitenance
(FY23/24)
Operations
and
Maitenance
(FY24/25)
Operations
and
Maitenance
(FY25/26)
Operations
and
Maitenance
(FY26/27)
Operations
and
Maitenance
(FY27/28)
Operations
and
Maitenance
(FY28/29)
San Jose 2,750 26.46%$1,001,627 $1,001,627 990,977$ 1,008,358$ 1,026,516$ 1,045,593$ 1,065,552$ 1,086,436$ 1,108,335$ 1,131,250$ 1,152,476$
Santa Clara County 2,130 20.49%$775,806 $775,806 767,557$ 781,019$ 795,083$ 809,860$ 825,318$ 841,494$ 858,456$ 876,205$ 892,645$
VTA 2,000 19.24%$728,456 $728,456 720,711$ 733,351$ 746,557$ 760,432$ 774,947$ 790,135$ 806,062$ 822,727$ 838,164$
Santa Clara 791 7.61%$288,104 $288,104 285,041$ 290,040$ 295,263$ 300,751$ 306,491$ 312,499$ 318,798$ 325,389$ 331,494$
Palo Alto 690 6.64%$251,317 $251,317 248,645$ 253,006$ 257,562$ 262,349$ 267,357$ 272,597$ 278,091$ 283,841$ 289,167$
Sunnyvale 455 4.38%$165,724 $165,724 163,962$ 166,837$ 169,842$ 172,998$ 176,300$ 179,756$ 183,379$ 187,170$ 190,682$
Mountain View 310 2.98%$112,911 $112,911 111,710$ 113,669$ 115,716$ 117,867$ 120,117$ 122,471$ 124,940$ 127,523$ 129,915$
Gilroy 304 2.92%$110,725 $110,725 109,548$ 111,469$ 113,477$ 115,586$ 117,792$ 120,101$ 122,521$ 125,055$ 127,401$
Milpitas 249 2.40%$90,693 $90,693 89,728$ 91,302$ 92,946$ 94,674$ 96,481$ 98,372$ 100,355$ 102,430$ 104,351$
Campbell 189 1.82%$68,839 $68,839 68,107$ 69,302$ 70,550$ 71,861$ 73,232$ 74,668$ 76,173$ 77,748$ 79,207$
Los Gatos 140 1.35%$50,992 $50,992 50,450$ 51,335$ 52,259$ 53,230$ 54,246$ 55,309$ 56,424$ 57,591$ 58,671$
Morgan Hill 135 1.30%$49,171 $49,171 48,648$ 49,501$ 50,393$ 51,329$ 52,309$ 53,334$ 54,409$ 55,534$ 56,576$
Los Altos 90 0.87%$32,781 $32,781 32,432$ 33,001$ 33,595$ 34,219$ 34,873$ 35,556$ 36,273$ 37,023$ 37,717$
San Jose State 86 0.83%$31,324 $31,324 30,991$ 31,534$ 32,102$ 32,699$ 33,323$ 33,976$ 34,661$ 35,377$ 36,041$
South County Fire 31 0.30%$11,291 $11,291 11,171$ 11,367$ 11,572$ 11,787$ 12,012$ 12,247$ 12,494$ 12,752$ 12,992$
Foothill/DeAnza 23 0.22%$8,377 $8,377 8,288$ 8,434$ 8,585$ 8,745$ 8,912$ 9,087$ 9,270$ 9,461$ 9,639$
West Valley /Mission 22 0.21%$8,013 $8,013 7,928$ 8,067$ 8,212$ 8,365$ 8,524$ 8,691$ 8,867$ 9,050$ 9,220$
10,395 100.00%$3,786,150 $3,786,150 3,745,893$ 3,811,593$ 3,880,229$ 3,952,343$ 4,027,786$ 4,106,729$ 4,189,508$ 4,276,125$ 4,356,358$
April 30, 2015 10,395 $3,786,150 $3,786,150 3,745,893$ 3,811,593$ 3,880,229$ 3,952,343$ 4,027,786$ 4,106,729$ 4,189,508$ 4,276,125$ 4,356,358$
User Count
NOT YET APPROVED
1
150603 sh
Ordinance No. ________
Ordinance of the Council of the City of Palo Alto Amending the Budget for Fiscal Year
2015 in the Technology Fund to Increase the Radio Infrastructure Replacement
Project (Te‐0500) by $1,000,000, Offset by an Increased Transfer from the General
Fund to Fund the City’s Portion of the County‐Wide Radio Infrastructure Project
Administered by the Silicon Valley Regional Interoperability Authority. In the
General Fund, the Transfer to the Technology Fund is Increased by $1,000,000 Offset
by a Reduction to the Budget Stabilization Reserve
The Council of the City of Palo Alto does ORDAIN as follows:
SECTION 1. The Council of the City of Palo Alto finds and determines as follows:
A. Pursuant to the provisions of Section 12 of Article III of the Charter of the City of
Palo Alto, the Council on June 16, 2014 did adopt a budget for fiscal year 2015; and
B. The City of Palo Alto has been participating in a multi‐year project with all the
Joint Powers Authority members in the Silicon Valley Regional Interoperability Authority
(SVRIA) to fund and construct a county‐wide radio communications system that will permit
all public safety officers across Santa Clara County to communicate with one another. Palo
Alto and other municipalities will also use the system for local government radio
communication (Public Works, Utilities, etc.); and
C. The City's capital costs related to this project are anticipated to be $4.0 million;
$2.1 million for replacement of the City’s radios and consoles (split between the General
Fund, $1.65 million and the Public Works and Utilities enterprise funds, $0.45 million); and
$1.9 million for the City’s share of the Countywide total $28.9 million infrastructure build
out (split between the General Fund, $1.4 million and the Public Works and Utilities
enterprise Funds, $0.5 million); and
D. As discussed in the Fiscal Year 2016 Proposed Capital Budget for CIP TE‐05000, a
recommendation to carry over existing funding in Fiscal Year 2015 ($1.3 million; $0.8 million
from the General Fund and $0.5 million from the Utility Funds) to Fiscal Year 2016 is
proposed to fund a portion of the $4.0 million infrastructure and radio replacement costs;
and
E. The Fiscal Year 2016 Proposed Capital Budget for CIP TE‐05000 also recommends
a $1.0 million transfer from the General Fund Budget Stabilization Reserve to fund $1.8
million of the General Fund's $3.0 million projected share of the project. The remaining $1.2
million General Fund share will be funded in future years as the costs associated with the
project are refined; and
F. City Council authorization is needed to amend the 2015 budget as hereinafter
set forth.
NOT YET APPROVED
2
150603 sh
SECTION 2. The ending fund balance in the General Fund Budget Stabilization
Reserve is hereby reduced by One Million dollars ($1,000,000) and the transfer‐out to the
Technology Fund is increased by One Million dollars ($1,000,000). The transfer‐in to the
Technology Fund is increased by One Million dollars ($1,000,000) and One Million dollars
($1,000,000) is appropriated to the Radio Infrastructure Replacement Capital Improvement
Project (TE‐05000).
SECTION 3. The Council of the City of Palo Alto hereby finds that this is not a project
under the California Environmental Quality Act and, therefore, no environmental impact
assessment is necessary.
SECTION 4. As provided in Section 2.04.330 of the Palo Alto Municipal Code, this
ordinance shall become effective upon adoption.
INTRODUCED AND PASSED:
AYES:
NOES:
ABSENT:
ABSTENTIONS:
NOT PARTICIPATING:
ATTEST:
____________________________ ____________________________
City Clerk Mayor
APPROVED AS TO FORM: APPROVED:
____________________________ ____________________________
Assistant City Attorney City Manager
____________________________
Director of Administrative Services
____________________________
Chief Information Officer
City of Palo Alto (ID # 5873)
City Council Staff Report
Report Type: Action Items Meeting Date: 6/22/2015
City of Palo Alto Page 1
Summary Title: Public Hearing: Adoption of a Resolution Confirming Weed
Abatement & Assessment
Title: PUBLIC HEARING: Adoption of a Resolution Confirming Weed
Abatement Report and Ordering Cost of Abatement to be a Special
Assessment on the Respective Properties Described Therein
From: City Manager
Lead Department: Fire
Recommendation
Staff recommends Council (1) hold a public hearing to hear and consider objections from
affected property owners of proposed assessments related to completed weed abatement
work and (2) adopt the attached resolution confirming the report and ordering abatement costs
to be a special assessment on the properties specified in the report.
Background
The Weed Abatement Division of Santa Clara County Agriculture and Environmental
Management administer the contract for weed abatement within the City of Palo Alto, in
accordance with an agreement established on April 18, 1977 between the City and County.
On February 2, 2015, in accordance with Chapter 8.08 of the Palo Alto Municipal Code, the City
Council declared weeds to be a nuisance and ordered that the nuisance be abated. A public
hearing was held on March 2, 2015, to consider objections to the proposed destruction or
removal of the weeds. No objections were noted. Once the above steps had been taken, the
County Weed Abatement Division instructed its contractor to abate weeds on City and private
properties within Palo Alto. That work has now been completed. Property owners were
notified that weeds were to be abated either by the owners or by the County. If the property
owners chose to have the County abate the weeds, the abatement charges would be levied
against the respective properties as an assessment by the County Assessor. The County has
since informed the property owners of the costs for destroying and removing the weeds.
The City Clerk has published the required notice of this hearing in the Palo Alto Weekly. The
cost report by the County Weed Abatement Division has been posted on the City Hall Plaza
bulletin board for ten days prior to this hearing.
City of Palo Alto Page 2
Discussion
Property owners may object to the charges for weed abatement being levied against their
properties. The charge consists of the contractor’s cost plus 150 percent administrative
charges, in accordance with Palo Alto’s contract with Santa Clara County (CMR 357:00,
September 18, 2000).
A representative from the County Weed Abatement Division will be present at the public
hearing with the records of weed abatement that have taken place. Should there be any
modifications in the proposed assessments as a result of the hearing; changes in the
assessment spread will be made as necessary. After any recalculations are completed, and
Council adopts the attached resolution confirming the abatements and ordering those costs to
be imposed as liens on the abated properties, the assessments will be submitted to the County
Assessor for entry on the October tax roll upon which general City taxes are to be collected.
RESOURCE IMPACT
There is no direct fiscal impact of this action to the City. The assessments identified on
Attachment B, totaling $2,953.66, will be imposed as liens on the properties listed and will not
be borne by the City.
POLICY IMPLICATIONS
This procedure is consistent with existing City policies.
ENVIRONMENTAL ASSESSMENT
The Santa Clara County Counsel has determined the Weed Abatement Program to be
Categorically Exempt from CEQA pursuant to CEQA Guidelines Section 15308.
Attachments:
Attachment A –Resolution Confirming Weed Abatement Report and Ordering Cost of
Abatement
Attachment B - Weed Abatement Final Property Assessment List 2015
Attachments:
Attachment A: Resolution - Ordering Special Assessment (PDF)
Attachment B: 2015 Weed Abatement Program Assessment Report (PDF)
AttachmentA
Resolution No.
Resolution Confirming Weed Abatement Report and Ordering Cost of
Abatement to be a Special Assessment on the Respective Properties
Described Therein
RECITALS
A. The Council of the City of PaloAlto has heretofore declared weeds growing on
certain properties within the City to be a public nuisance by Resolution No.9489,dated
February 2,2015 and
B. The Councilon March 2,2015,did adopt Resolution No. 9499,thereby ordering
the weed nuisance abated;and
C.Subsequent to the giving of saidnotice,the Fire Chief,through hisAdministrator,
the Weed Abatement Division of Santa Clara County Department of Agriculture and
Environmental Management,has caused to be abated the weeds on the herein described
properties;and
D.The FireChief,through his Administrator,the Weed Abatement Division ofSanta
Clara County Department of Agriculture and Environmental Management,has filed his report
and assessmentlist for weed abatementas provided by law anda hearing hasbeen duly set
and noticed, forobjectionsto saidreport and assessment listand forconfirmation;and
E.The Council hasduly considered the reportandassessment list andany
objections thereto.
NOW,THEREFORE,the Councilof the City of Palo Alto does RESOLVE as follows:
SECTION 1. The report and assessment listisin all respects complete and correct
andishereby confirmed.Theamountsof the cost for abating the nuisance areconfirmedand
those remaining unpaid,asshownon Exhibit "A"attachedhereto and incorporated herein,
shall constitute special assessments against the respective parcels of land andarea lien onthe
property for the amount ofthe respective assessment.
SECTION 2.All written or oral protests or objections to said report and assessment
list are overruled or denied.
SECTION 3. The unpaidassessments shown on Exhibit "A"shall be entered upon
the 2015-2016 tax rollagainst the parcels of land and shallbe collected at the same time and in
the same manneras general City taxes,be subjectto the same interestand penalties,andbe
subject to the same procedureand saleincase of delinquency.All lawsand ordinances
applicable to the levy,collection,andenforcement of City taxes are herebymade applicable to
this special assessment.
150603sh 0170011 1
NOT YETAPPROVED
SECTION 4. Santa Clara County has determined the weed abatement program to be
categorically exempt from CEQA pursuant to CEQA Guidelines Section 15308.
INTRODUCED AND PASSED:
AYES:
NOES:
ABSENT:
ABSTENTIONS:
ATTEST:
City Clerk
APPROVED AS TO FORM:
Assistant City Attorney
150603 sh 0170011
Mayor
APPROVED:
City Manager
Fire Chief
Director ofAdministrative Services
Situs APN
1 1119 Fife 003-21-063
2 2S8 Middlefield 120-02-017
3 733 Ramona 120-27-063
4 435 Seale 124-09-029
5 739 Colorado 127-34-101
6 0 132-33-050
7 290 Matadero 132-34-032
8 531 Irven 137-25-008
9 4155 Amaranta 137-26-001
10 262 Whitclem 148-02-044
11 285 Charleston 148-03-033
12 4243 Manuela 175-02-053
13 4103 OldTrace 175-20-078
14 0 Old Adobe 175-20-092
15 2946 Alexis 182-40404
Report Date:5/28/2015
2015 Weed Abatement Program
Assessment Report
City ofPalo Alto
Exhibit A
Jue,Kenneth R
"chapin,RonaldV Trustee"
"koda,Ross K Trustee"
Kasahara,Michie Tr/tr
"huang,HsiogYEtAI"
At&tCommunicationsAttRichard
"ruehl,Karl K AndSigrid T Trustee"
"januario,Americo M And Linda A"
"corlay,Nancy"
"van Zant,Steven L"
"nguyen,Jim"
"strawn,Mary L AndAndrewB
Smithwick,AltonD And Smithwick,
"grove,AndrewS And Eva R
"hwang,Cherng-daw And Bi-sbuang
TAX ROLL
OWNER ADDRESS AMT TRA
POBox83 PALO ALTO 94302-0083 $41.00 6006
258 Middlefield Rd PALO ALTO 94301-1342 $41.00 6006
POBox156 SOUTHDOS PALOS 93665 $250.00 6006
1050KoloaSt HONOLULU 96816 $41.00 6006
757 Seminole Wy PALO ALTO 94303-4723 $250.00
/
6006
870N.Mcarthy Blvd.Suite MrLPITAS 95035-5125 $250.00 6006
2391 Gabriel Av MOUNTAIN VIEW 94040-1415 $41.00 6006
2422 Gallup Dr SANTACLARA 95051-1212 $41.00 6006
2810 Blenheim Av REDWOOD CITY 94063 $41.00 6006
262 Whitclem Dr PALO ALTO 94306-4112 $250.00 6006
3289 SouthCt PALO ALTO 94306-2951 $291.00 6006
515 S FlowerSt UnitFloor25 LOS ANGELES 90071 $250.00 6006
PoBox60065 PALOALTO 94306 $625.66 6020
171 Main St#278 LOSALTOS 94022 $250.00 6006
2946 Alexis Dr PALO ALTO 94304-1301
TOTAL
$291.00 6006
$2,953.66
(List Sorted by APN)Pagel
Attachment B
City of Palo Alto (ID # 5898)
City Council Staff Report
Report Type: Action Items Meeting Date: 6/22/2015
City of Palo Alto Page 1
Summary Title: Legislative Update and Draft Semi-Annual Legislative
Strategic Initiatives
Title: Legislative Update and Review and Approval of the Draft Fall 2015
Semi-Annual Legislative Strategic Initiatives
From: City Manager
Lead Department: City Manager
Recommendation
Staff recommends that the City Council review and approve the attached Draft Fall 2015
Semi-Annual Legislative Strategic Initiatives document following presentations from the
City’s state and federal legislative advocates on the current legislative environments in
Sacramento and Washington DC. Attached is the version of the Draft Fall 2015 Semi-
Annual Legislative Strategic Initiatives document approved by the Policy & Services
Committee on a 4-0 vote at their May 12, 2015 meeting (Attachment A).
Background
The Legislative Program Manual is the City’s ongoing guide to the City’s state and
federal legislative programs. This document is to be reviewed and updated every two to
three years but should generally remain unchanged (assuming the City maintains its
current legislative program management format). The Legislative Program Manual
includes General Guiding Principles in addition to procedures for handling legislative
issues such as correspondence, policy formation, and advocacy. This document was last
approved by the City Council on February 23, 2015.
The Semi-Annual Legislative Strategic Initiatives document provides additional policy
direction to the City Council, City staff, and the City’s state and federal legislative
advocates on policy issues outside of the General Guiding Principles, a section of the
Legislative Program Manual. This document is intended to be vetted and revised semi-
annually in the Spring and Fall first by the Policy & Services Committee and then by
Council, with the City’s state and federal legislative advocates in attendance for both
meetings.
Fall Semi-Annual Legislative Strategic Initiatives Document
City of Palo Alto Page 2
The Fall Semi-Annual Legislative Strategic Initiatives document is focused on what types
of legislation, or legislative positions, the City should advocate for in the upcoming year.
Spring Semi-Annual Legislative Strategic Initiatives Document (approved 2/23/15)
The Spring Semi-Annual Legislative Strategic Initiatives document is focused on how
the City should react to legislative action that occurs in the first part of a given calendar
year and will be carried out by drafting letters of support or opposition on existing bills
or issues.
These semi-annual meetings are intended to give the Policy & Services Committee and
Council the opportunity to strategically update the City’s legislative positions based on
the current legislative environment.
From the state legislative perspective 2015 is the first year in the two year legislative
cycle. Therefore, by adopting the Draft Fall 2015 Semi-Annual Legislative Strategic
Initiatives document as soon as possible allows the City to more proactively work on
legislative proposals for 2016. For example, all bills passed in 2015 must be out of both
the Assembly and Senate by August 28th; therefore, starting August 29th of this year
much of the focus of legislators will turn to 2016.
As seen in the Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives document, all
proposed legislative strategic initiatives in italics reflect those added since the Spring
document was approved by the City Council on February 23, 2015 (Attachment A).
In addition to the version of the Draft Fall 2015 Semi-Annual Legislative Strategic
Initiatives document approved by the Policy & Services Committee on May 12, 2015,
staff has also included for your review a version of the Draft Fall 2015 Semi-Annual
Legislative Strategic Initiatives document that incorporates not only the Policy &
Services Committee recommendations but also clarifying language as recommended by
staff on a few of the legislative initiatives (Attachment B).
Any legislative initiative that was clarified by staff since the Policy & Services Committee
on May 12, 2015 is noted with a balloon in the redline version with a balloon stating
“STAFF CHANGES” in bold.
Attachment C is a clean version of the Draft Fall 2015 Semi-Annual Legislative Strategic
Initiatives document that reflects both the Policy & Services Committee
recommendations and staff’s recommended change.
Below is a list of all attachments included with this staff report:
A. Redline Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives (P&S
Revisions) - approved by the Policy & Services Committee on a 4-0 vote at its
May 12, 2015 meeting.
City of Palo Alto Page 3
B. Redline Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives (including
both P&S and Staff Revisions)
C. Clean Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives (P&S and Staff
Revisions)
D. Policy & Services Committee Draft Action Minutes from May 12, 2015
E. State Legislative Summary
F. Federal Legislative Summary
Below, are a few additional areas of clarification:
All legislative positions and priorities must be adopted by the full City Council
before they can become official City positions.
All strategic legislative documents will be dated to clarify which is the most
recent and what positions the City has taken in the past.
Due to the unique objectives of the Utilities Department, Utilities specific
legislative guiding principles are developed and updated annually and are then
reviewed and approved by the Utilities Advisory Commission and Council. The
timing of the Utilities specific legislative guidelines is sequenced to accommodate
Public Power efforts in Sacramento and Washington DC through the joint action
agencies/associations in which the City participates. Staff managing the City’s
legislative program, including staff from Utilities and the City Manager’s Office,
participate in multiple conference calls monthly with the City’s state and federal
legislative advocates to ensure that all parties are working towards legislative
objectives that are in the best interest of the City as a whole. In addition to this,
staff also works on issues that come-up throughout the year outside of the
routine legislative program procedures.
Attachments:
A - Redline Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives (P&S
Revisions)_5-12-2015 (PDF)
B - Redline Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives (P&S and ELT
Revisions)_6-8-2015 (PDF)
C - Clean Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives (P&S and ELT
Revisions)_6-8-2015 (PDF)
D - P&S Draft Action Minutes_5-12-2015 (PDF)
E - State Legislative Summary_6-8-2015 (PDF)
F - Federal Legislative Summary_6-9-2015 (PDF)
1
Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives
(P&S Revisions)
The Semi-Annual Legislative Strategic Initiatives document provides additional policy
direction to the City Council, City staff, and the City’s state and federal legislative
advocates on policy issues outside of the General Guiding Principles contained within the
Legislative Program Manual.
This document is only official City policy once it has been approved by the full City
Council and the inclusion of any possible legislative strategic initiative should not
indicate that it is official or unofficial City policy.
Additionally, legislative strategic initiatives that are italicized have been added for
possible consideration since the Spring 2015 Semi-Annual Legislative Strategic Initiatives
document was approved. Changes made by the Policy & Services Committee at their May
12, 2015 meeting are identified by both the track changes version of the draft Fall 2015
Semi-Annual Legislative Strategic Initiatives document and the action minutes from the
May 12, 2015 Policy & Services Committee meeting.
Top Seven Fall 2015 Semi-Annual Legislative Strategic Initiatives
A. Advocate for Proposition 13 reform as it relates to ownership transfers of
commercial properties;
B. Advocate for policies that promote the long-term stability of CalPERS;
C. Obtain grant funding for public safety, affordable housing, recycled water,
homelessness issues, and/or infrastructure;
D. As the issue unfolds, track closely any proposed changes to expanding the sales
tax base (such as leisure services) and the possible correlated reductions in the
sales tax rate;
E. Advocate for Association of Bay Area Governments (ABAG) housing mandate
reform via a revised formula for housing allocations and reforms to elements of
the State Density Bonus law that are counterproductive to the jobs/housing
imbalance;
F. Advocate for environmental initiatives that promote the use of alternative energy
sources with a priority on non-Green House Gas (GHG) emitting energy sources;
G. Advocate for policies at the state and federal level to provide protection against
sea level rise for local communities.
Public Employment and Benefits
*Legislative Strategic Initiatives in this category are intended to only apply to public
sector employees.
A. Support legislation that would reform the state’s worker compensation laws in
order to focus on reasonable claims and eliminate abuse and the associated costs;
Formatted: Font: 10 pt, Not Bold, Nounderline
Deleted: in red are ones that
Deleted: Employee Relations and Risk
Management
Formatted: Font: Italic, Font color: Auto
Formatted: Font color: Auto
Deleted: focusing
Formatted: Font: Italic, Font color: Auto
Formatted: Font color: Auto
Deleted: corruption
Formatted: Font: Italic, Font color: Auto
Formatted: Font color: Auto
Formatted: Font: Italic, Font color: Auto
2
B. Support legislation that improves access to, and reduces the cost of, healthcare for
public employees;
C. Oppose legislation or regulations that would increase employer medical costs for
workers’ compensation;
D. Oppose legislation that would promote workers’ compensation claim litigation;
E. Oppose legislation that presumptively expands workers’ compensation coverage
to illness or injuries that are not work-related;
F. Oppose legislation that creates unnecessary burdens on or limits the City’s ability
to decide employment issues, including collective bargaining, binding arbitration,
benefits, and leaves;
G. Support legislation that expands the City’s ability to offer health, welfare, and
wellness services for employees.
H. Oppose legislation imposing state-mandated training programs when there is no
guarantee of local reimbursement or offsetting benefits;
I. Oppose legislation that would create additional financial burden on, or threaten
the viability of, the California Public Employees’ Retirement System (CalPERS).
Environmental
A. Advocate for environmental initiatives that promote the use of alternative energy
sources with a priority on non-Green House Gas (GHG) emitting energy sources;
B. Advocate for National Electric Code reform that facilitates an increase in the
installation of Electric Vehicle Supply Equipment;
C. Advocate for conservation pricing for refuse;
D. Advocate for a ban on the disposal of “flushable” wipes into sewer systems;
E. Advocate that drug manufactures manage and fund a collection program for
pharmaceutical waste;
F. Advocate for a requirement that cigarettes sold in California are manufactured
with biodegradable cigarette butts;
G. Advocate for a ban on the use of any Styrofoam food containers and packaging
materials;
H. Advocate for legislation that promotes regional improvement of air quality,
recognizing that air pollution does not follow jurisdictional boundaries;
I. Advocate for legislation and regulations that provide authority for local
governments to implement vehicle emission reduction programs;
J. Advocate for legislative strategies and programs that promote efficient and
sustainable land use and building practices;
K. Advocate for programs and policies that promote advanced low emission vehicle
technology and encourage or promote alternative fuels with a priority on non-
Green House Gas (GHG) emitting energy sources;
L. Reduce airplane noise and its impact on the City.
Formatted: Font color: Auto
Formatted: Font: Italic, Font color: Auto
Formatted: Font color: Auto
Formatted: Font: Italic, Font color: Auto
Formatted: Font: Italic
Deleted: <#>Reduce the approval requirement
from two-thirds to fifty-percent plus one of voting
property owners to pay for improvements necessary
for cities to come into compliance with new state
and federal storm drain requirements;¶
Formatted: Font: Italic, Font color: Auto
Formatted: Font color: Auto
Formatted: Font: Not Italic, Font color: Auto
Formatted: Font color: Auto
Deleted: <#>Advocate for programs and policies
that promote advanced low emission vehicle
technology and encourage or promote alternative
fuels such as biodiesel, hydrogen, and compressed
natural gas.¶
Formatted: Font: Italic, Font color: Auto
3
Financial (Revenue & Grants)
A. Advocate for Proposition 13 reform as it relates to ownership transfers of
commercial properties;
B. Advocate for policies that promote the long-term stability of CalPERS;
C. Obtain grant funding for public safety, affordable housing, recycled water,
homelessness issues, and/or infrastructure;
D. As the issue unfolds, track closely any proposed changes to expanding the sales
tax base (such as leisure services) and the possible correlated reductions in the
sales tax rate;
E. Advocate for State Department of Health Care Services reimbursement reform
that would provide additional supplemental reimbursements to service providers
for the cost of paramedic services to Medicare and Medi-Cal patients at a rate of
payment equal to the cost of service;
F. Seek funding that would provide improvements to the Palo Alto Airport;
G. Support the continued deductibility of tax-exempt municipal bonds as an
important tool to fund public investment.
Housing
A. Advocate for Association of Bay Area Governments (ABAG) housing mandate
reform via a revised formula for housing allocations and reforms to elements of
the State Density Bonus law that are counterproductive to the jobs/housing
imbalance;
B. Advocate for increased funding for state and federal housing programs, as well as
continuing funding for the Community Development Block Grant (CDBG) program.
Local Control
A. Advocate for the right of municipalities to provide internet, and internet-related,
utility services;
B. Oppose any legislation that preempts local authority or transfers jurisdiction over
local programs;
C. Reduce the approval requirement to below two-thirds of voters for capital
projects.
Regulatory
A. Advocate for San Francisquito Creek improvements via funding, regulatory relief,
and oversight reform;
B. Take advantage of opportunities to help expedite the processing of federal
permits;
C. Oppose regulatory policies that impose mandates and impact local land use
decisions without consulting local government.
Formatted: Font: Italic, Font color: Auto
Formatted: Numbered + Level: 1 +Numbering Style: A, B, C, … + Start at: 1 +
Alignment: Left + Aligned at: 0.25" + Indent
at: 0.5"
Formatted: Font: Italic, Font color: Auto
Formatted: Font: Italic
Formatted: Font: Italic, Font color: Auto
Formatted: Font color: Auto
Formatted: Font: Not Italic, Font color: Auto
Deleted: .
Formatted: Font color: Auto
Formatted: Font: Italic, Font color: Auto
4
Technology
A. Advocate for “net neutrality” and related policy areas that ensure that all legal
internet activity is treated equally both in theory and practically.
Transportation
A. Support or oppose legislation that is consistent with the Palo Alto City Council Rail
Committee Guiding Principles;
B. Advocate for state and federal policies that support local rail and other local
transportation programs that reduce single occupancy vehicle trips;
C. Pursue and advocate for grade separation funding.
Draft last updated by the Policy & Services Committee: May 12, 2015
Deleted: Oppose the California High Speed Rail
project
Deleted: .
Deleted: April 28, 2015
1
Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives
(P&S and Staff Revisions)
The Semi-Annual Legislative Strategic Initiatives document provides additional policy
direction to the City Council, City staff, and the City’s state and federal legislative
advocates on policy issues outside of the General Guiding Principles contained within the
Legislative Program Manual.
This document is only official City policy once it has been approved by the full City
Council and the inclusion of any possible legislative strategic initiative should not
indicate that it is official or unofficial City policy.
Additionally, legislative strategic initiatives that are italicized have been added for
possible consideration since the Spring 2015 Semi-Annual Legislative Strategic Initiatives
document was approved. Changes made by the Policy & Services Committee at their May
12, 2015 meeting are identified by both the track changes version of the draft Fall 2015
Semi-Annual Legislative Strategic Initiatives document and the action minutes from the
May 12, 2015 Policy & Services Committee meeting.
Top Seven Fall 2015 Semi-Annual Legislative Strategic Initiatives
A. Advocate for Proposition 13 reform as it relates to ownership transfers of
commercial properties;
B. Advocate for policies that promote the long-term stability of CalPERS;
C. Obtain grant funding for public safety, affordable housing, recycled water,
homelessness issues, and/or infrastructure;
D. As the issue unfolds, track closely any proposed changes to expanding the sales
tax base (such as leisure services) and the possible correlated reductions in the
sales tax rate;
E. Advocate for housing mandate reforms to elements of the State Density Bonus
law that are counterproductive to the jobs/housing imbalance;
F. Advocate for environmental initiatives that promote the use of alternative energy
sources with a priority on non-Green House Gas (GHG) emitting energy sources;
G. Advocate for policies at the state and federal level to provide protection against
sea level rise for local communities.
Public Employment and Benefits
*Legislative Strategic Initiatives in this category are intended to only apply to public
sector employees.
A. Support legislation that would reform the State’s Workers’ Compensation laws to
allow for reasonable claims while eliminating abuse and the associated costs;
B. Support legislation that improves employee access to healthcare benefits, while
reducing/controlling future costs;
Formatted: Font: 10 pt
Formatted: Font: 10 pt, Not Bold, Nounderline
Deleted: in red are ones that
Comment [HR1]: STAFF CHANGES
Deleted: Association of Bay Area Governments
(ABAG)
Deleted: reform via a revised formula for housing
allocations and
Deleted: Employee Relations and Risk
Management
Formatted: Font: Italic, Font color: Auto
Comment [HR2]: STAFF CHANGES
Formatted: Font: Italic, Font color: Auto
Deleted: s
Formatted: Font: Italic, Font color: Auto
Deleted: w
Formatted: Font: Italic, Font color: Auto
Formatted: Font: Italic, Font color: Auto
Deleted: c
Formatted: Font: Italic, Font color: Auto
Deleted: in order to focusing on reasonable
claims and eliminate corruption the associated costs
Formatted: Font: Italic, Font color: Auto
Comment [HR3]: STAFF CHANGES
Formatted: Font: Italic, Font color: Auto
Formatted: Font: Italic, Font color: Auto
Formatted: Font: Italic, Font color: Auto
Deleted: and reduces the cost of, healthcare for
public employees
Formatted: Font: Italic, Font color: Auto
2
C. Oppose legislation or regulations that would increase employer medical costs for
Workers’ Compensation;
D. Oppose legislation that would promote Workers’ Compensation claim litigation;
E. Oppose legislation that presumptively expands Workers’ Compensation coverage
to illness or injuries that are not directly work-related;
F. Oppose legislation that creates unnecessary burdens on, or limits the City’s ability
to decide, employment issues, including hiring, evaluating, disciplining, and/or
terminating employees, as well as negotiating collective bargaining agreements
with representatives of employees;
G. Support legislation or regulatory changes that provide the City increased flexibility
in offering health, welfare, and wellness services for employees;
H. Oppose legislation imposing state-mandated training programs when there is no
guarantee of local reimbursement or offsetting benefits;
I. Oppose legislation that would create additional financial burden on, or threaten
the viability of, the California Public Employees’ Retirement System (CalPERS).
Environmental
A. Advocate for environmental initiatives that promote the use of alternative energy
sources with a priority on non-Green House Gas (GHG) emitting energy sources;
B. Advocate for National Electric Code reform that facilitates an increase in the
installation of Electric Vehicle Supply Equipment;
C. Advocate for conservation pricing for refuse;
D. Advocate for a ban on the disposal of “flushable” wipes into sewer systems;
E. Advocate that drug manufactures manage and fund a collection program for
pharmaceutical waste;
F. Advocate for a requirement that cigarettes sold in California are manufactured
with biodegradable cigarette butts;
G. Advocate for a ban on the use of any Styrofoam food containers and packaging
materials;
H. Advocate for legislation that promotes regional improvement of air quality,
recognizing that air pollution does not follow jurisdictional boundaries;
I. Advocate for legislation and regulations that provide authority for local
governments to implement vehicle emission reduction programs;
J. Advocate for legislative strategies and programs that promote efficient and
sustainable land use and building practices;
K. Advocate for programs and policies that promote advanced low emission vehicle
technology and encourage or promote alternative fuels with a priority on non-
Green House Gas (GHG) emitting energy sources;
L. Reduce airplane noise and its impact on the City.
Comment [HR4]: STAFF CHANGES
Formatted ...
Deleted: w
Formatted ...
Deleted: c
Formatted ...
Comment [HR5]: STAFF CHANGES
Formatted ...
Deleted: w
Formatted ...
Deleted: c
Formatted ...
Comment [HR6]: STAFF CHANGES
Formatted ...
Deleted: w
Formatted ...
Deleted: c
Formatted ...
Formatted ...
Comment [HR7]: STAFF CHANGES
Formatted ...
Formatted ...
Formatted ...
Deleted:
Deleted: collective bargaining, binding arbitration, ...
Formatted ...
Comment [HR8]: STAFF CHANGES
Formatted ...
Deleted: that expands the City’s ability to offer
Formatted ...
Deleted: .
Formatted ...
Formatted ...
Formatted ...
Formatted ...
Formatted ...
Formatted ...
Deleted: <#>Reduce the approval requirement ...
Formatted ...
Formatted ...
Formatted ...
Formatted ...
Deleted: <#>Advocate for programs and policies ...
Formatted ...
3
Financial (Revenue & Grants)
A. Advocate for Proposition 13 reform as it relates to ownership transfers of
commercial properties;
B. Advocate for policies that promote the long-term stability of CalPERS;
C. Obtain grant funding for public safety, affordable housing, recycled water,
homelessness issues, and/or infrastructure;
D. As the issue unfolds, track closely any proposed changes to expanding the sales
tax base (such as leisure services) and the possible correlated reductions in the
sales tax rate;
E. Advocate for State Department of Health Care Services reimbursement reform
that would provide additional supplemental reimbursements to service providers
for the cost of paramedic services to Medicare and Medi-Cal patients at a rate of
payment equal to the cost of service;
F. Seek funding that would provide improvements to the Palo Alto Airport;
G. Support the continued deductibility of tax-exempt municipal bonds as an
important tool to fund public investment.
Housing
A. Advocate for housing mandate reforms to elements of the State Density Bonus
law that are counterproductive to the jobs/housing imbalance;
B. Advocate for increased funding for state and federal housing programs, as well as
continuing funding for the Community Development Block Grant (CDBG) program.
Local Control
A. Advocate for the right of municipalities to provide internet, and internet-related,
utility services;
B. Oppose any legislation that preempts local authority or transfers jurisdiction over
local programs;
C. Reduce the approval requirement to below two-thirds of voters for capital
projects.
Regulatory
A. Advocate for San Francisquito Creek improvements via funding, regulatory relief,
and oversight reform;
B. Take advantage of opportunities to help expedite the processing of federal
permits;
C. Oppose regulatory policies that impose mandates and impact local land use
decisions without consulting local government.
Formatted: Font: Italic, Font color: Auto
Formatted: Numbered + Level: 1 +
Numbering Style: A, B, C, … + Start at: 1 +
Alignment: Left + Aligned at: 0.25" + Indent
at: 0.5"
Comment [HR9]: STAFF CHANGES
Deleted: Association of Bay Area Governments
(ABAG)
Deleted: reform via a revised formula for housing
allocations
Formatted: Font: Italic, Font color: Auto
Formatted: Font: Italic
Formatted: Font: Italic, Font color: Auto
Formatted: Font color: Auto
Formatted: Font: Not Italic, Font color: Auto
Deleted: .
Formatted: Font color: Auto
Formatted: Font: Italic, Font color: Auto
4
Technology
A. Advocate for “net neutrality” and related policy areas that ensure that all legal
internet activity is treated equally both in theory and practically.
Transportation
A. Support or oppose legislation that is consistent with the Palo Alto City Council Rail
Committee Guiding Principles;
B. Advocate for state and federal policies that support local rail and other local
transportation programs that reduce single occupancy vehicle trips;
C. Pursue and advocate for grade separation funding.
Draft last updated by P&S and staff: June 8, 2015
Deleted: Oppose the California High Speed Rail
project
Deleted: .
Deleted: April 28, 2015
1
Draft Fall 2015 Semi-Annual Legislative Strategic Initiatives
(P&S and Staff Revisions)
The Semi-Annual Legislative Strategic Initiatives document provides additional policy
direction to the City Council, City staff, and the City’s state and federal legislative
advocates on policy issues outside of the General Guiding Principles contained within the
Legislative Program Manual.
This document is only official City policy once it has been approved by the full City
Council and the inclusion of any possible legislative strategic initiative should not
indicate that it is official or unofficial City policy.
Additionally, legislative strategic initiatives that are italicized have been added for
possible consideration since the Spring 2015 Semi-Annual Legislative Strategic Initiatives
document was approved. Changes made by the Policy & Services Committee at their May
12, 2015 meeting are identified by both the track changes version of the draft Fall 2015
Semi-Annual Legislative Strategic Initiatives document and the action minutes from the
May 12, 2015 Policy & Services Committee meeting.
Top Seven Fall 2015 Semi-Annual Legislative Strategic Initiatives
A. Advocate for Proposition 13 reform as it relates to ownership transfers of
commercial properties;
B. Advocate for policies that promote the long-term stability of CalPERS;
C. Obtain grant funding for public safety, affordable housing, recycled water,
homelessness issues, and/or infrastructure;
D. As the issue unfolds, track closely any proposed changes to expanding the sales
tax base (such as leisure services) and the possible correlated reductions in the
sales tax rate;
E. Advocate for housing mandate reforms to elements of the State Density Bonus
law that are counterproductive to the jobs/housing imbalance;
F. Advocate for environmental initiatives that promote the use of alternative energy
sources with a priority on non-Green House Gas (GHG) emitting energy sources;
G. Advocate for policies at the state and federal level to provide protection against
sea level rise for local communities.
Public Employment and Benefits
*Legislative Strategic Initiatives in this category are intended to only apply to public
sector employees.
A. Support legislation that would reform the State’s Workers’ Compensation laws to
allow for reasonable claims while eliminating abuse and the associated costs;
B. Support legislation that improves employee access to healthcare benefits, while
reducing/controlling future costs;
2
C. Oppose legislation or regulations that would increase employer medical costs for
Workers’ Compensation;
D. Oppose legislation that would promote Workers’ Compensation claim litigation;
E. Oppose legislation that presumptively expands Workers’ Compensation coverage
to illness or injuries that are not directly work-related;
F. Oppose legislation that creates unnecessary burdens on, or limits the City’s ability
to decide, employment issues, including hiring, evaluating, disciplining, and/or
terminating employees, as well as negotiating collective bargaining agreements
with representatives of employees;
G. Support legislation or regulatory changes that provide the City increased flexibility
in offering health, welfare, and wellness services for employees;
H. Oppose legislation imposing state-mandated training programs when there is no
guarantee of local reimbursement or offsetting benefits;
I. Oppose legislation that would create additional financial burden on, or threaten
the viability of, the California Public Employees’ Retirement System (CalPERS).
Environmental
A. Advocate for environmental initiatives that promote the use of alternative energy
sources with a priority on non-Green House Gas (GHG) emitting energy sources;
B. Advocate for National Electric Code reform that facilitates an increase in the
installation of Electric Vehicle Supply Equipment;
C. Advocate for conservation pricing for refuse;
D. Advocate for a ban on the disposal of “flushable” wipes into sewer systems;
E. Advocate that drug manufactures manage and fund a collection program for
pharmaceutical waste;
F. Advocate for a requirement that cigarettes sold in California are manufactured
with biodegradable cigarette butts;
G. Advocate for a ban on the use of any Styrofoam food containers and packaging
materials;
H. Advocate for legislation that promotes regional improvement of air quality,
recognizing that air pollution does not follow jurisdictional boundaries;
I. Advocate for legislation and regulations that provide authority for local
governments to implement vehicle emission reduction programs;
J. Advocate for legislative strategies and programs that promote efficient and
sustainable land use and building practices;
K. Advocate for programs and policies that promote advanced low emission vehicle
technology and encourage or promote alternative fuels with a priority on non-
Green House Gas (GHG) emitting energy sources;
L. Reduce airplane noise and its impact on the City.
3
Financial (Revenue & Grants)
A. Advocate for Proposition 13 reform as it relates to ownership transfers of
commercial properties;
B. Advocate for policies that promote the long-term stability of CalPERS;
C. Obtain grant funding for public safety, affordable housing, recycled water,
homelessness issues, and/or infrastructure;
D. As the issue unfolds, track closely any proposed changes to expanding the sales
tax base (such as leisure services) and the possible correlated reductions in the
sales tax rate;
E. Advocate for State Department of Health Care Services reimbursement reform
that would provide additional supplemental reimbursements to service providers
for the cost of paramedic services to Medicare and Medi-Cal patients at a rate of
payment equal to the cost of service;
F. Seek funding that would provide improvements to the Palo Alto Airport;
G. Support the continued deductibility of tax-exempt municipal bonds as an
important tool to fund public investment.
Housing
A. Advocate for housing mandate reforms to elements of the State Density Bonus
law that are counterproductive to the jobs/housing imbalance;
B. Advocate for increased funding for state and federal housing programs, as well as
continuing funding for the Community Development Block Grant (CDBG) program.
Local Control
A. Advocate for the right of municipalities to provide internet, and internet-related,
utility services;
B. Oppose any legislation that preempts local authority or transfers jurisdiction over
local programs;
C. Reduce the approval requirement to below two-thirds of voters for capital
projects.
Regulatory
A. Advocate for San Francisquito Creek improvements via funding, regulatory relief,
and oversight reform;
B. Take advantage of opportunities to help expedite the processing of federal
permits;
C. Oppose regulatory policies that impose mandates and impact local land use
decisions without consulting local government.
4
Technology
A. Advocate for “net neutrality” and related policy areas that ensure that all legal
internet activity is treated equally both in theory and practically.
Transportation
A. Support or oppose legislation that is consistent with the Palo Alto City Council Rail
Committee Guiding Principles;
B. Advocate for state and federal policies that support local rail and other local
transportation programs that reduce single occupancy vehicle trips;
C. Pursue and advocate for grade separation funding.
Draft last updated by P&S and staff: June 8, 2015
Policy and Services Committee
Draft ACTION Minutes
1
Special Meeting
Tuesday, May 12, 2015
Chairperson Burt called the meeting to order at 7:02 P.M. in the Community
Meeting Room at 250 Hamilton Avenue, Palo Alto, California.
Present: Berman, Burt (Chair) DuBois, Wolbach
Absent:
Oral Communications
None.
Agenda Items
1. Legislative Update and Review and Approval of the Draft Fall 2015
Semi-Annual Legislative Strategic Initiatives
MOTION: Council Member Berman moved, seconded by Chair Burt that the
Policy & Services Committee review and approve the Fall 2015 Semi-Annual
Legislative Strategic Initiatives document with the following changes:
1) under the Top Seven Fall 2015 Semi- Annual Legislative Strategic
Initiatives add “with a priority on non-Green House Gas (GHG)
emitting energy sources.”
2) change the title of the section Employee Relations and Risk
Management to make it more clear and change it so that it’s clear it’s
referring to public employees only
2a) under Employee Relations and Risk Management item A change the
word focusing to focus, change the word corruption to abuse, and add
the word and after abuse
3) under Environmental change item A to add “with a priority on non-
Green House Gas (GHG) emitting energy sources.”
3a) Change item H to read: Reduce the approval requirement to below
two-thirds of voters for capital projects
3b) item H should be removed from Environment and placed in Local
Control
Draft ACTION Minutes
2 May 12, 2015
3c) item L should read: Advocate for programs and policies that promote
advanced low emission vehicle technology and encourage or promote
alternative fuels with a priority on non-Green House Gas (GHG)
emitting energy sources
3d) add item M: Reduce airplane noise and its impact on the City
4) under Housing item A should read: Advocate for Association of Bay
Area Governments (ABAG) housing mandate reform via a revised
formula for housing allocations and reforms to elements of the State
Density Bonus law that are counterproductive to the jobs/housing
imbalance
5) under Transportation item A change it to read: Support or oppose
legislation that is consistent with the Palo Alto City Council Rail
Committee Guiding Principles
5a) add item C: Pursue and advocate for grade separation funding
MOTION PASSED: 4-0
3. City Auditor's Office Fiscal Year 2016 Proposed Work Plan
MOTION: Council Member Berman moved, seconded by Council Member
DuBois that the Policy & Services Committee recommend the City Council
approve the Fiscal Year (FY) 2016 Proposed Audit Work Plan and that the
Auditor come back to Policy and Services after conducting a preliminary
review to determine whether an audit of the TDR sites would be warranted
and if so, the preliminary scope and time required to conduct the audit.
MOTION PASSED: 4-0
2. Discussion and Direction on Expansion of City Smoking Ordinance to
Multi-Family Housing, Adding Electronic Cigarettes, and Restricting
Sales of Tobacco Products and E-Cigarettes
MOTION: Chair Burt moved, seconded by Council Member DuBois that the
Policy & Services Committee continue recommendation number one to a
date uncertain and for Staff to return to the Policy & Services Committee
with further information regarding:
1) Engineered protections to prevent migration of carcinogens such as
exhaust systems for venting through the roof lines,
2) Cleaning processes to convert a smoking unit (both tobacco and e-
cigarette) to a none-smoking unit,
Draft ACTION Minutes
3 May 12, 2015
3) How potentially harmful materials are transferred and in what
amounts do they become dangerous,
4) Benchmarking with other cities multi-family Ordinances and how they
allow smoking (partial units, smoking areas designated, condo
exemption process, disclosure process, etc.), and
5) Possible legal contradiction with medical marijuana law
MOTION PASSED: 3-0 Berman abstaining
MOTION: Council Member DuBois moved, seconded by Council Member
Berman that the Policy & Services Committee direct Staff to draft an
Ordinance making e-cigarettes subject to the same regulations as the
current Smoking Ordinance and return to the City Council for review and
adoption.
MOTION PASSED: 4-0
MOTION: Council Member DuBois moved, seconded by Council Member
Berman that the Policy & Services Committee direct Staff to enact a tobacco
retail license program and return to the City Council for review and approval.
INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE
MAKER AND SECONDER to direct Staff to return the e-cigarette draft
Ordinance to the City Council for review and adoption.
MOTION PASSED: 4-0
Future Meetings and Agendas
May 21, 2015
Adjournment: Meeting was adjourned at 11:07 P.M.
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M E M O R A N D U M
To: James Keene, City Manager
Richard Hackmann, Office of the City Manager
From: Christopher Townsend, President, Townsend Public Affairs, Inc.
Niccolo De Luca, Northern California Director
Casey Elliott, State Capitol Director
Alex Gibbs, Associate
Date: June 8, 2015
Subject: Updated State Legislative summary
Townsend Public Affairs, Inc. (TPA) has prepared this memo to provide the City with updates on
our efforts and a summary of our activities since the first of the year. TPA also provides the City
with weekly State legislative updates, participates in weekly check in calls, and provides support
regarding utility related legislation. Updated information from our last memo is in italics.
State legislative updates
The Legislature has been focused on holding budget subcommittee hearings and policy committee
hearings throughout the months of April and into early May. There are a number of local
government related measures that are being debated in the Legislature; key topics include:
affordable housing funding, body cameras for law enforcement, the dissolution of redevelopment
agencies, medical marijuana, and the drought.
On behalf of the City, TPA has been working on the following pieces of legislation:
Senate Constitutional Amendment (SCA) 5 (Hancock) Proposition 13 reform – Support
o Summary: At the time of this memo, the amended SCA 5 is not yet in print.
However, from working closely with Senator Hancock we have learned the bill will
be amended to address the current commercial property tax loophole created by
Proposition 13.
o Status: The bill will be amended soon.
Senate Bill 661 (Hill) Property taxation: Assessment of commercial air carriers – Watch
o Summary: This bill would transfer assessment of airline personal property from local
assessors to the Board of Equalization (BOE). This bill would (1) extend the current
lead assessor model one year to 2016-17, and (2) transfer assessment of personal
property owned by commercial air carriers to BOE beginning in 2017-18. At the
Policy & Services Committee Meeting in May, this legislation was discussed. From
that meeting, TPA spoke with Senator Hill’s office, the advocates for the Santa Clara
Assessor, and others to get more information on the bill and what its impacts would
be. From there, we briefed the City Manager’s office on our recommended next
steps.
City of Palo Alto Update Page 2 of 5
o Status: This bill is on hold for the legislative year.
Senate Bill 16 (Beall) Transportation funding – Watch
o Summary: The bill will create a funding in the range of $2.8 to $3.5 billion annually
for a 5 year period for transportation purposes, including local streets and roads.
The plan is to generate this revenue by increasing the gas tax 10 cents and
increasing the vehicle registration fee by $35 and establishing a $100 registration
fee for electric vehicles. Senator Beall is the Senate Transportation Committee chair
and his fellow Committee chair in the Assembly, Jim Frazier is carrying the exact
same Assembly version of this bill. Additionally, the Speaker has indicated support
for additional transportation funding, but wants this topic dealt with in the budget,
and is interested in a road usage fee as well.
o Status: The bill was approved by the Senate Transportation and Housing Committee
on April 28, 2015.
Assembly Bill 48 (Stone) Cigarettes: single-use filters – Support
o Summary: This bill prohibits cigarette filters made of any material including, but not
limited to, cellulose acetate, or other fibrous plastic material, or any organic or
biodegradable material.
o Status: This bill has not yet had its first policy committee hearing.
Assembly Bill 708 (Jones Sawyer) – Support
o Summary: This bill would, commencing July 1, 2016, require the manufacturer of
designated consumer products for retail sale in this state to disclose each ingredient
contained in the product on the product label, post the product ingredient
information on the manufacturer’s Internet website, and provide the Internet website
and page address on the product label, along with a prescribed statement.
o Status: The bill was approved by the Assembly Business and Professions
Committee on April 28, 2015.
Assembly Bill 888 (Bloom) Waste management: plastic microbeads – Support
o Summary: This bill defines microplastic as any plastic size 5 millimeters or less. This
bill also prohibits a person in the course of doing business from selling personal
care products containing microbeads after January 2020 and imposes civil
penalties.
o Status: This bill has made it out of its first committee on a 7 to 0 vote. The bill was
approved by the Assembly Environmental Safety and Toxic Materials Committee on
April 28, 2015.
State general updates
The following updates are excerpts from previous briefings provided to the City regarding some of
the numerous activities happening in Sacramento.
On January 5th, the Legislature reconvened after their holiday break, and introduced legislation
through the bill introduction deadline on February 27th. Ultimately, more than 2300 bills were
introduced, which qualifies as a relatively light year for total bill introductions. As bills move through
the committee process, TPA continues to monitor the City’s priority policy topics and provide
updates to staff.
February 27th was the deadline for legislators to introduce bills for the 2015-16 legislative session;
over 1500 bills were introduced in the Assembly, and over 800 Senate bills were introduced.
Nearly sixty percent of the legislation that was introduced in the final weeks leading up to the bill
introduction deadline were spot bills that will act as place holders for legislators and may be
amended later in the session. As legislators face the deadline to have bills heard in committee in
May, many of the spot bills will begin to develop language.
City of Palo Alto Update Page 3 of 5
Below is a snapshot of the legislative milestones and deadlines for the upcoming year:
January 5: Legislature reconvenes
February 27: Final day to introduce bills
May 1: Final day for policy committees to hear and report fiscal bills
May 15: Final day for policy committees to hear and report on non-fiscal bills
June 1—5: Floor session only (Committees may resume on June 8)
June 5: Final day to pass bill from House of origin
June 15: Budget Bill must be passed by midnight
August 28: Final day for fiscal committees to meet and report bills to the floor
August 31—September 11: Floor session only
September 4: Final day to amend a bill on the floor
September 11: Final day for bill to be passed
October 11: Last day for Governor to sign or veto bills passed by the Legislature
State Budget
On January 9, Governor Brown released his 2015-2016 budget proposal summary, which provided
the first insight to the Governor’s allocation priorities. The current proposal stands at $113 billion,
an increase from last year’s budget by $1.5 billion. Before being finalized, the budget will go
through multiple revisions, with a second proposal offered in mid-May, and the deadline for final
passage required by June 15th. It is anticipated that the State will realize significantly more revenue
than projected in the January Budget, and as a result there will likely be more than $1 billion in
additional funding included in the Governor’s May Revise. A summary of the Governor’s January
Budget proposal was sent to City staff, which touched on issues ranging Retiree Health Care,
Education, Medi-Cal, Cap and Trade, and the Water Bond, as well as provided detail on the
Governor’s approach to deal with Local Government and RDA issues.
Plastic Bag Ban
After the passage of SB 270 (Padilla), an immediate referendum effort began to repeal the
legislation’s ‘plastic bag ban.’ The group behind the push for the referendum, the American
Progressive Bag Alliance, qualified the referendum which will appear on the November 2016 ballot.
The group submitted over 800,000 signatures, well above the required 504,750 for the measure to
appear on the November 2016 ballot. With the signatures in place, the ban on plastic bags cannot
take effect until the referendum is considered by a vote of the people. It has been reported that
$3.2 million from the plastic bag industry has been spent in support of the referendum.
Water Bond Implementation
The first hearing on the dispersal of water bond funds was held on February 10th by the Assembly
Water, Parks and Wildlife Committee. The hearing was titled, “Proposition 1, Californian’s Water
Bond: Where do we go from here and How Will We Know We Got There?” Each speaker
emphasized the California Water Action Plan (CWAP), which will serve as a general framework for
bond funding priorities. The primary focus of the CWAP’s five year plan is on how to achieve
integrated water systems at a statewide level, integrated water management and water reliability.
Each office also gave the first indications of when bond funding would become available. The
Department of Fish and Wildlife released draft guidelines in February, and expect to have their final
solicitation package ready in July. Other departments will not be acting as quickly. The
Department of Water Resources is attempting to speed up the disbursement process; however,
without adding additional staff, and with current funding programs ongoing, nothing has been
immediately scheduled. The State Water Resource Control Board (SWRCB) has indicated they will
be focusing on stormwater and groundwater cleanup efforts, while the California Water
Commission will not begin the guideline and allocation process for storage related funding until
December of 2016.
City of Palo Alto Update Page 4 of 5
Drought Restrictions
As the state moves into its fourth year of drought, the SWRCB has implemented an extension of
the emergency water regulation conservations. The original emergency conservation measures
were approved by the SWRCB on July 15, 2014 for a period of 270 days, with an option at the end
of that term to be extended for an additional 270 days. Without the SWRCB’s extension, the
emergency drought regulations would have expired on April 11, 2015. The regulations will now
remain in effect until December 12, 2015.
Among the regulations that pertain to residential water users, include:
Use potable water to wash or spray down sidewalks & driveways
Sprinkler system or other runoff when irrigating with potable water
Use hoses with no shutoff nozzles to wash cars
Potable water in fountains that do not recirculate the water
Outdoor irrigation during and 48 hours following measurable precipitation
On March 19th, the Governor announced, with bipartisan support from the Legislature, a drought
relief package (AB 91 and AB 92), which expedited $1 billion to be used for drought relief. The
drought package was divided into two bills, AB 91 as the appropriations bill and AB 92 as the
policy trailer bill, which guides the implementation of the appropriations from AB 91.
The package accelerates the below funding:
$128 million from Governor’s Budget — to provide direct assistance to workers and
communities impacted by drought
$25 million in emergency drinking water
$17 million in food assistance
$267 million from Proposition 1 — funding for safe drinking water and water recycling
programs
$660 million from Proposition 1E — for flood protection in urban and rural areas
On March 24, the Assembly Budget Subcommittee on Resources and Transportation and Senate
Budget committee each convened hearings to discuss the items contained in the drought package.
A brief presentation was provided by the Department of Finance regarding the budget
appropriations that are being proposed in AB 91 and also to answer any questions regarding the
trailer bill provisions contained in AB 92.
The presentation regarding AB 91 was straightforward, as the Department of Finance described
the $1.059 billion in funding proposed by the Governor. Specifically, the measure accelerates
$132 million that was proposed in the Governor’s January budget to assist communities and
workers impacted by the drought and continue to implement provisions contained in the Governor’s
Water Action Plan. Additionally, AB 91 directs $267 million from the water bond to the existing
safe drinking water and water recycling programs under the State Board. The bill also accelerates
$660 million in funding from Proposition 1E for flood protection in urban and rural areas.
The Budget committees also heard from the Department of Finance on the policy changes
necessary to implement the Governor’s drought package. Much of the conversation on the
drought package centered on provisions in AB 92 which give the Department of Fish and Game
the authority to impose civil penalties for illegal water diversions which obstruct fish passages, an
issue which is largely being caused by illegal marijuana grows. Republican members expressed
concern about granting the Department the authority to access private property and levy fines to
violators. Ultimately, no Republicans in the Assembly or Senate voted in favor of AB 92. Additional
concerns were expressed that the penalty authority is not tied to an emergency drought
proclamation, so the authority to levy fines will continue even after the drought it over. A
City of Palo Alto Update Page 5 of 5
representative from the Department of Fish and Game spoke at the hearings and indicated that the
Department would report back to the Legislature annually regarding the fining authority.
Ultimately, the Senate approved AB 91 on a 35-1 vote and approved AB 92 on a 24-14 party-line
vote. In the Assembly, AB 91 was passed on a vote of 74-0, while AB 92 was approved on a 50-
27 vote. Both bills were signed by the Governor on March 27, 2015.
To close it out, on April 1, the Governor issued an Executive Order which directed mandatory water
reductions in cities across California to reduce water usage by 25 percent. The EO required the
Department of Water Resources to create a statewide initiative to replace 50 million square feet of
lawns throughout the state with drought tolerant landscaping in partnership with local governments.
Additionally, an updated state model water efficient landscape ordinance has been requested
which essentially requires jurisdictions to improve efficiency of all landscapes, increase efficiency
of irrigation systems, improve graywater usage, improve on-sight stormwater capture, and limit the
portions of landscapes that can be covered in turf. All cities and counties are required to report on
their implementation of this ordinance at the end of 2015.
Funding Opportunities updates
TPA recently sent the City information regarding two potential funding opportunities which are the
California River Parkways Grant Program and the California Cultural and Historic Endowment grant
opportunity.
The River Parkways program has some broad eligible uses, most notably recreation elements,
flood control, habitat restoration, and property acquisition. The CCHE opportunity seeks to
enhance the services of California’s museums, and other groups and institutions, which undertake
cultural projects deeply rooted in and reflective of California communities.
TPA provides support to help write applications the City is interested in, work with the State
agencies on any questions that may arise, help secure letters of support, and provide additional
advocacy work.
1
TO: Jim Keene, City Manager
FROM: Steve Palmer and Thane Young
DATE: June 9, 2015
SUBJECT: Annual Report – Palo Alto Federal Advocacy Summary
_____________________________________________________________________________
This document is to provide a summary on the activities of Van Scoyoc Associates (VSA) during
the past year as the federal legislative representatives for the City of Palo Alto. This summary is
submitted pursuant to the City’s contract with VSA and is in advance of the work plan for the
coming year.
Consistent with the City Council’s priorities, VSA developed a federal work plan and focused
our advocacy on issues and projects critical to the City. In advocating on these and other
priorities for the City, VSA has been in regular contact with the City Manager’s office and other
City staff, refining our advocacy as needed. Toward that end, we meet regularly with the offices
of Senator Dianne Feinstein, Senator Barbara Boxer, and Representative Anna Eshoo, as well as
other Congressional leaders to ensure they are aware of the City’s federal priorities. Just as
importantly, VSA works directly with senior officials in the federal agencies that have
jurisdiction over the City Council’s priorities.
The past year was a challenging year, as more often than not, Congress failed to act on pending
legislation in the last Congress. Very few bills were signed into law and some commentators
have called the 113th Congress one of the most unproductive in the history of the country.
Congress did pass the FY15 “CROmnibus” spending package, which included nearly all of the
annual appropriations bills, prior to the end of the calendar year, which has not happened for
several years. As a result, the President released his FY16 proposed budget on time and both the
House and the Senate are beginning to work on the FY16 appropriations bills. VSA is
advocating for the City on the priorities outlined below, as well as any additional issues that arise
in the coming year.
Tier I Priorities
San Francisquito Creek
VSA has worked extensively with the San Francisquito Creek JPA to expedite funding for the
feasibility study and prepare for construction of the early implementation project from U.S. 101
Bridge to the Bay. The study received an additional $100,000 in the U.S. Army Corps of
Engineers FY14 work plan, following the $70,000 the study received in FY 2013. The study was
included in the President’s FY15 Budget Request to Congress for the first time, and the final
“CROmnibus” appropriation for the year included $900,000. The FY16 budget request funds the
study to completion at $331,000. The FY 2016 Energy and Water Development Appropriations
bills in the House and Senate include $331,000 to complete the study.
2
High Speed Rail
During the past year, VSA has worked with City officials to convey the City’s opposition to the
California High Speed Rail Association’s proposed plan for high speed rail on the Peninsula. No
federal funding was provided for the national high speed rail program in FY15. Similarly, in the
House-passed FY16 funding bill for the Department of Transportation, there is no funding for
high speed rail programs. Throughout this debate, VSA has attended Congressional hearings and
monitored legislative action on high speed rail, providing regular updates to the City, and we
have worked throughout the year to convey the City’s concerns with the proposed high speed rail
project. VSA will continue to monitor activities in Washington, D.C., on high speed rail and will
advocate for the City with federal policymakers in the coming year.
Grant Opportunities
Despite a continuing ban on Congressional earmarks, federal agency funding for competitive
grants has continued. Over the last year, VSA has sent alert notices to the City regarding
competitive agency grants and has continued to do so in 2015. Over the past year, VSA
submitted information to the City on these grants:
Assistance to Firefighters Grant Program
Assistance to Firefighters Grant Program – Fire Safety and Prevention Grant
YouthBuild Grants
EPA Region 9 Wetlands Program Development Grants
FEMA Region 9 Emergency Management Performance Grants
EPA National Indoor Environments Program
Department of Justice Bryne Criminal Justice Innovation Grants
Water Desal and Purification Research Grant
USDA Farmer Market and Local Food Grants
COPS Hiring Grants
Community Policing Development Grants
Innovative Public Transportation Workforce Development Grants
EPA Building Blocks Technical Assistance Grants
DOT’s TIGER Grants
In the coming year, VSA will continue to work with the City to identify funding opportunities
that match City Council’s priorities. VSA is prepared to continue to seek congressional letters of
support when appropriate and arranging meetings with agencies to discuss the City’s projects in
the context of their program priorities. VSA will also contact agency officials to learn why the
City’s grant applications are not funded, so that future applications can be strengthened. VSA
also strives to ensure that agency officials are aware of the City’s priority projects and programs,
as those officials can sometimes provide federal funding without a competitive grant when they
are aware of local needs and expertise that match a specific federal objective.
Post Office Acquisition
With the City Council’s continued interest in acquiring the postal facility on Hamilton Avenue,
VSA has continued to coordinate with City officials on the acquisition application and has been
in contact with the United States Postal Service headquarters staff on its status. VSA is prepared
3
to support the City’s acquisition proposal in any way and will continue to update the City on
issues related this issue.
Tier II Priorities
Sales Tax Collection on Internet Purchases
VSA has worked with the City to encourage the collection of a sales tax on internet purchases in
order to receive additional revenue not currently being remitted to state and local governments.
The House was unable to act on the Senate-passed bill before the end of the last Congress.
Senator Michael Enzi (R-WY) has reintroduced the “Marketplace Fairness Act of 2015” (S 698).
There has yet to be similar legislation introduced in the House. VSA will continue to work with
the California Congressional and House leadership to move this legislation and send it to the
President. In a related matter, the House will take up a bill that would permanently ban taxation
of internet access. Marketplace Fairness supporters had hoped to attach their measure to the
taxation ban in an attempt to compromise, however, the House has signaled an unwillingness to
do so.
Waters of the U.S. Proposed Rule
The proposed rule by EPA and the U.S. Army Corps of Engineers continued to receive increased
attention in Congress over the last year. Several Congressional Committees held hearings on the
proposed rule; all of which have been lengthy and filled with some heated exchanges between
Members and the EPA. Two appropriations bills that fund the Corps of Engineers and EPA
include provisions to halt funding for the rule. Additionally, the House last year passed “Waters
of the United States Regulatory Overreach Protection Act of 2014” (HR 5078) to prevent EPA
and the Corps from implementing the rule. Legislation was reintroduced this year and was
recently approved by the House Transportation and Infrastructure Committee (HR 1732), and the
Senate will soon consider similar bipartisan legislation. VSA has participated in several
listening sessions with EPA and the Corps of Engineers to express the rule’s potential impact on
cities and to gain a better understanding of the agencies’ intent with the rule. We have discussed
the City’s concerns with the congressional delegation and the relevant congressional committees.
The final rule has been released and will take effect 60 days after being published in the Federal
Register. While the final rule makes modest revisions, its conditional exclusion for storm water
systems could lead to more complicated and costly regulatory requirements for the City. The
same conditional exclusion applies to water recycling facilities. Similarly all waters within 1500
feet of a tributary (any water body with a bed, bank, and ordinary high water mark that conducts
flow) in a floodplain area will be considered waters of the U.S. and subject to additional review,
monitoring, and regulation. All waters within 4000 feet of a tributary will be considered on a
case-by-case basis.
Tax Reform
Once again, President Obama proposed limitations on tax exempt municipal bonds in his FY16
budget. Working with the National League of Cities and the Conference of Mayors, VSA has
advocated against changes to tax exempt municipal bonds. Congressional leadership has stated
the chance of tax reform is very small for 2015, but this issue remains on the table and could be
considered as a means to raise revenue and avoid spending reductions necessary to meet
4
statutory spending caps. VSA will continue to monitor tax reform and look for ways to share the
City’s concerns with policy makers in Washington, D.C.
Transportation Funding
In 2012, Congress passed a two-year transportation bill, called MAP-21, which provided
continued funding for roads, bridges, transit, and safety projects. Congress has since passed two
extensions, the latest continues federal funding through July 31, 2015. The Senate Environment
and Public Works Committee, on which Senator Boxer is the senior Democrat, is scheduled to
consider on June 24 the highway title of a six-year transportation bill. However, because of
reduced driving and more fuel efficient cars, revenues generated by the federal gas tax are down.
To sustain current program funding will require Congress to identify approximately $100 billion
in new revenue for a six-year transportation bill. Throughout these deliberations, VSA continues
to advocate in the Senate and House for increased funding for localities for bike and pedestrian
projects.
CDBG
In his budget for FY 2015, the President proposed cuts for the Community Development Block
Grants (CBDG) funding in the Transportation, Housing and Urban Development appropriations
bill. Throughout the year, VSA worked with municipal coalitions, the California Congressional
delegation, and the Senate leadership to oppose these cuts and preserve the funding needed for
the City. In the final FY15 appropriations bill, Congress provided $3 billion for the CBDG
program, which maintained funding levels from the previous year. In his FY16 budget proposal,
the President again proposed cutting CDBG by $200 million. The House has rejected that cut,
passing a bill for FY16 that again provides $3 billion for CDBG. VSA will continue to advocate
in the Senate for the highest level of CDBG funding in the coming fiscal year.
Fair Housing Rule - HUD
Last July, the Department of Housing and Urban Development (HUD) proposed to change
ongoing efforts to provide fair housing under the Fair Housing Act. The Act prohibits
discrimination against certain protected classes and directs HUD program participants to take
steps to actively prevent discrimination. The law requires that all HUD programs and activities
be administered in a manner affirmatively furthering fair housing (AFFH) in order to end the
legacy of segregation. HUD believes current practices are deficient and the proposed rule would
provide further direction and guidance for program participants while addressing the concerns of
civil rights advocates. VSA provided the City information detailing and analyzing the proposed
rule and we will continue to monitor the progress of the rulemaking and work with City officials
on the impact this rule could have on Palo Alto.
Cell Tower Regulation – FCC
In October 2013, VSA alerted the City to a new proposed rulemaking issued by the Federal
Communications Commission (FCC) which could limit cities and other local governments'
zoning authority, potentially allowing wireless companies to add new facilities under more
permissive federal rules to buildings, towers, and other structures, in public rights-of-way and
elsewhere.
5
The final rule was published in November 2014 and took effect 90 days later in early 2015. The
rule attempts to clarify definitions and intentions of Section 6409(a) of the Middle Class Tax
Relief and Job Creation Act of 2012, which states the following: a local government “may not
deny, and shall approve any request for collocation, removal, or replacement of transmission
equipment on an existing wireless tower or base station, provided this action does not
substantially change the physical dimensions of the tower or base station.” Particularly important
to local governments, the FCC ultimately defined “wireless tower” and “base station” in a
manner that would allow the statue to cover additional structures other than just cell towers and
the power supply that feeds them. Additionally, the FCC opted for a strict test of six factors to
determine if an alteration to a tower or base station “substantially changed” its dimensions. Local
governments had argued during the comment period that the test for such a determination should
be subject to the local governing entity for reasons of aesthetics.
Local governments will need to adopt new regulations in order to accommodate the new rules on
existing cell towers and base stations. There may also be a financial burden placed on cities as
time limits established in the final rule for considering modifications request may require local
governments to hire additional staff to process the requests. The FCC was clear in its order; local
governments must allow for greater and faster expansion of cellular service. VSA shared
information with the City regarding a webinar designed for local governments and their
compliance with the new rules in January 2015.
New Floodplain Management Executive Order and Federal Flood Risk Management
Standard
The President issued Executive Order 13690 and a new Federal Flood Risk Management
Standard (FFRMS) that could have significant impact on any federal actions in the City’s
floodplain. VSA analyzed the EO and FFRMS and provided a memorandum to the City
describing potential impacts, and the City submitted comments on proposed implementing
guidance prior to a May 6 deadline. This administrative action requires every federal agency to
adopt new restrictions on federal loans, loan guarantees, grants, permits, licenses or any other
federal action in or affecting the floodplain and leaves it to each federal agency to determine
where the floodplain lies. Current decisions are based on floodplain maps issued by FEMA.
Coordination and Communication
VSA maintains regular and close coordination with City officials on issues that could affect the
City Council’s priorities. We travel regularly to the City to meet with Council Members, the City
Manager, and staff. In addition, VSA arranged and participated in meetings with City Council
Members during the federal advocacy trip in March, which included meetings with the Federal
Aviation Administration and the Corps of Engineers. We have and will continue to participate in
regular monthly conference calls with the City Manager’s office to coordinate on state and
federal legislation, grants, and other important state and federal activities. In addition, VSA has
provided regular written updates for inclusion in the City Manager’s Legislative Update, as well
as weekly updates on major legislation considered by the Congress. Finally, we have provided
the City with monthly updates on our progress on City priorities.
VSA has and will continue to provide information on a timely basis as information becomes
available. For example, VSA provides regular updates and analysis of budget sequestration, the
6
budget agreement, major appropriations, as well as other legislation, enabling VSA and City
officials to pursue funding opportunities that correspond with federal priorities. As major
announcements occur, VSA will continue to provide timely information and analysis of how the
City could be affected.
City of Palo Alto (ID # 5906)
City Council Staff Report
Report Type: Action Items Meeting Date: 6/22/2015
City of Palo Alto Page 1
Summary Title: Fry's Grant Scope of Work
Title: Review of a Draft Scope of Work for the Fry's Master Plan and Adoption
of a Resolution Regarding the Use of Regional Transportation Funding
(Continued from June 8, 2015)
From: City Manager
Lead Department: Planning and Community Environment
Recommendation
Staff recommends that Council review the Draft scope of work for the Fry’s Master Plan and
adopt the resolution included as Attachment C regarding the use of regional transportation
funds from the Metropolitan Transportation Commission (MTC).
Executive Summary
On April 21, 2014, the City Council met to review and comment on the draft California Avenue
Concept Plan. As part of the Concept Plan discussion, the City Council authorized staff to
submit an application for a Priority Development Area grant to the Santa Clara County Valley
Transportation Authority (VTA) for the preparation of a master plan of the 15 acre Fry’s
Electronics store site, located at 340 Portage Avenue. The purpose of the master plan is to
identify land use and transportation opportunities for a well-planned and designed mixed of
uses for the site. In addition to authorizing the submittal of the application, the Council
requested an opportunity to review and approve the scope of work prior to execution of any
grant agreement or Memorandum of Understanding (MOU) for the VTA grant funds.
The application was submitted on April 28, 2014 and in August 2014 the City was awarded a
$265,000 grant to prepare the master plan. A local cash match of $35,000 is required as part of
the grant. Both the grant and the matching funds are included in the proposed budget for
Fiscal Year (FY) 2016.
VTA proposed to fund the grant using federal highway funds from Caltrans, and took much
longer than the City anticipated to make the funds available. Quite recently, in response to a
request from City staff, the VTA determined that the funds could be provided directly to the
City from the Metropolitan Transportation Commission (MTC), which will allow the City (rather
than VTA) to contract for consultant services. The attached resolution is required for MTC to
City of Palo Alto Page 2
process the grant and make funding available.
The proposed scope of work envisions an 18 month community planning effort, resulting in a
coordinated area plan, including development standards and design guidelines for the site. The
property owner would be an important participant in the process, and was provided an
opportunity to comment on the proposed scope of work. The property owner’s representative
has also informed City staff their lease with Fry’s has been extended, such that Fry’s is expected
to remain on site through 2019 and has expressed hesitation about initiating the planning
process right now.
Background
In 2006, the City Council initiated the California Avenue Concept Plan (Concept Plan) study as
part of the Comprehensive Plan update. The 115 acre California Avenue Plan Area includes the
Fry’s site. The purpose of the California Avenue Concept Plan was to identify appropriate
development intensities, the potential for additional housing and plan for retention and
enhancement of retail/service opportunities and improved pedestrian and bicycle connections
in the California Avenue area. The Draft Concept Plan provided to the Council in early 2014 lays
out a proposed vision to guide future development and redevelopment and is subject to review
and revision during the balance of the Comprehensive Plan Update process.
The Draft Concept Plan focuses on three sub areas: 1) California Avenue, 2) Park Boulevard and
3) the Fry’s site. For the Fry’s subarea, the stated goal for the area is “Over the long term,
foster the transformation of the Fry’s site subarea into a walkable, human scale mixed use
neighborhood that includes ample amenities.”
In the Draft Concept Plan, there are a number of proposed policies that focus on the Fry’s site,
which is envisioned as a mixed use site with retail, office, and residential uses. There is a policy
that encourages redevelopment of the site if the Fry’s store leaves, and policies that stress the
importance of improving vehicular, bicycle and pedestrian connection.
In the City’s updated Housing Element, adopted in late 2014 and certified by the State in
January 2015, the site is identified as an important location for multifamily housing consistent
with its current Multiple Family (RM-30) zoning.
The Fry’s Master Plan grant application to the VTA described the intent of the master plan as
providing a cohesive development program with more specific requirements and standards
than the Draft Concept Plan. The 15 acre site is one of the City’s largest underdeveloped sites
and provides a unique opportunity to plan for a variety of uses. The coordinated area plan
would identify land use and transportation opportunities, include a site plan with a mix of uses,
and seek to enhance the site’s transit oriented character by improving vehicular, pedestrian
and transit opportunities. Components would include development standards (i.e. site specific
zoning changes), a transportation demand management program, and design guidelines. (See
the attached draft scope of work for more specifics.) For reference, the original VTA application
City of Palo Alto Page 3
is included as Attachment A.
In the Council’s review of the Planning grant, the Council had some questions about the
requirements of the grant. Some of the questions included:
Would any constraints be placed on the City if the grant was awarded?
What commitments, if any, about uses or densities would be required under the terms
of the grant?
Staff explained that the application for the grant did not commit the City to any VTA
requirements or constraints, and committed to review the scope of work and grant agreement
(or MOU) with the Council prior to accepting grant funds. Staff having recently secured VTA’s
concurrence that the City could directly administer the grant and consultant services solidifies
the City’s ability to ensure that the work product reflects Palo Alto planning needs.
A proposed Scope of Work is provided for the Council’s review in Attachment B and the
proposed resolution contains the only commitments required as conditions of the grant,
namely the need to provide local matching funds, the need to provide a single point of contact,
and the need to staff the project appropriately.
Timeline
Following transmittal of the adopted resolution to MTC, it’s expected that funds for the
planning effort will be available by the end of June or July 2015, at which time the City would
issue a Request for Proposals and select a qualified planning consultant to execute the agreed-
upon scope of work at the City’s direction. The attached scope of work anticipates an 18 month
schedule from the consultant’s start date.
Resource Impact
In the grant application, a local cash match was required and the City pledged to provide
$35,000, for a total project cost of $300,000. This amount is included in the Planning and
Community Environment Department’s Fiscal Year 2016 budget request.
The department has many competing priorities and allocating staff to this planning effort may
mean that other projects take longer than anticipated.
Policy Implications
Development of a Fry’s Master Plan would implement the California Avenue Area Concept Plan
that is being developed as part of the Comprehensive Plan Update and the Master Plan would
have to be consistent with the Comprehensive Plan. If the Master Plan did not accommodate
the number of housing units (221-249 units) anticipated in the City’s Housing Element, an
amendment to the Housing Element would be required to identify an additional or alternative
housing site(s).
Environmental Review
City of Palo Alto Page 4
The attached scope of work anticipates CEQA review as part of the Master Planning process.
Attachments:
Attachment A: Palo Alto VTA Grant Application (DOC)
Attachment B: Fry's Master Plan Draft Scope of Work (DOCX)
Attachment C: Resolution PDA Planning Grant (PDF)
ATTACHMENT A
PDA PLANNING GRANT PROGRAM
Applications due April 28, 2014
Submit to: Celeste.Fiore@VTA.org
General Background Information
Project Title Fry’s Master Plan
Brief Project
Description
The Fry’s Master Plan project is proposed to develop a
comprehensive and forward thinking planning document to
guide development of a significant 15 acre site (340 Portage)
located in Palo Alto’s designated California Avenue Planned
Development Area, one of the few areas in Palo Alto intended
for higher density development, proximity to multi-modal
transportation. The purpose of the plan is identify land use
and transportation opportunities for a well planned and
designed mixed use area of residential, commercial, office
and retail uses. It is also intended to enhance the site’s
transit oriented character by improving vehicular, pedestrian
and transit opportunities. As a site within walking distance of
Caltrain, multiple bus lines, El Camino Real, and one of Palo
Alto’s main bike boulevards (Park Boulevard), it represents a
rare opportunity within this city for true transit oriented
mixed-use.
The master plan is designed to be a guide and strategy for
future land use. It is intended for use by decision makers
during the process of making choices between varied and
often competing interests. It is intended to bridge between
the goals and policies of the General Plan and individual
development projects. The master plan will define a variety
of land use opportunities of well planned and designed
commercial, office, residential development, enhanced
activity nodes, and safe and efficient circulation and access
for all modes of transportation between activity centers that
help focus and support activity in the centers.
ATTACHMENT A
Planning Activity
(Check One Box) Advanced Planning
Preliminary Planning
Policy Planning
Project Sponsor City of Palo Alto
Project Contact Name: Elena Lee
Title: Senior Planner
Agency: City of Palo Alto
Phone Number: (650) 617-3196
Email Address: Elena.Lee@CityofPaloAlto.org
Other Project
Partners
Project Location
Project
Location/Target
Population
If applicable, please attach project area maps:
Map #1: Location within agency jurisdiction
Map #2: Project Area detail map
Is the project in a Community of Concern or CARE Community?
See Attachments D and E.
___ Yes
_x_ No
Does the project target low-income populations?
_x_ Yes*
___ No
*Via BMR units as part of the City’s RHNA allocation.
s
ATTACHMENT A
Project Budget
(Maximum Fund Request is $1,000,000)
Total Project Cost
$300,000
Grant Request
(88.5% maximum)
$265,000
Matching Funds
$35,000
Project Timeline
Submit E-76 Request to Caltrans (Projects > $500,000):
Execute Funding Agreement with VTA (Projects < $500,000):
Begin Reimbursable Work: August 11, 2014
Interim Project Milestones (please add where applicable):
Milestone #1: City Council approval of scope
Milestone #2: Community and stakeholder meetings
Milestone #3: Preparation of master plan and review before
the Architectural Review Board, Planning and Transportation,
and the City Council for final review.
Project Completion: December 19, 2015
City Council/Board of Supervisors Approval: December 15,
2015
Grant Close-out: December 19, 2015
All Projects are expected to have a Caltrans E-76 Approval by February 1, 2016
Project Questions
1. Describe how the project or its implementation will help achieve One Bay Area
Grant program goals and objectives and facilitate PDA implementation in the
following categories:
ATTACHMENT A
a. Increase housing supply, including affordable housing 1for low-income
residents.
b. Increase and jobs within PDAs.
c. Increase land use intensities in PDAs.
d. Boost transit ridership within PDAs.
e. Increase walking, bicycling, carpooling and/or car‐sharing within PDAs.
f. Manage parking and driving.
g. Promote multimodal connections within the PDAs.
h. Locate key services and retail businesses within PDAs.
Please highlight plan benefits, including (but not limited to):
enhanced walkability and bikeability
safety and security; enhanced economic activity
protection of environmental resources
public transit access or amenities
parking design, streetscape design
gap closure of an essential pedestrian/ bicycle route or network
access to services that meet daily needs
The intent of the Fry’s Master Plan is to develop a comprehensive and coordinated plan to
foster mixed-use, improve the relationship of the site with the adjacent neighborhoods,
enhance connectivity and circulation for pedestrians, cyclists and drivers and provide
context-sensitive, pedestrian-scaled development consistent with its surroundings. The
master plan would connect the site better with the California Avenue Business District, the
Stanford Research Park, the businesses along Park Boulevard and El Camino Real. Consistent
with the larger California Avenue Concept Plan, the master plan would encourage higher
density, where appropriate and where impacts can be managed to ensure quality of life. The
site is currently developed with commercial uses and has not been updated for many years.
This plan provides an opportunity to proactively develop a plan for a more efficient use of the
land with a variety of mixed uses and higher density housing within a key area of the
California Avenue PDA.
With excellent access to transit and the availability of larger vacant or underutilized land, the
California Avenue area has been a popular area for redevelopment. As a 15-acre site, the
Fry’s property represents a uniquely sized parcel that provides an important opportunity to
further influence and set the tone for land uses within the City’s Priority Development Area.
The existing area already provides a mix of uses, commercial uses along California Avenue,
office uses along the Park Boulevard corridor, and a regional commercial center in the subject
Fry’s property. The area is occupied by several large employers, including the County
Courthouse, AOL, and Microsoft.
The plan will include a diverse mix of land uses designed to create an important business,
retail and mixed use center. It will serve to support Palo Alto’s second largest commercial
center, provide much needed housing, and help fulfill the City’s Regional Housing Needs
Assessment allocation, The plan will build upon the area’s existing strengths and establish the
1 Affordable housing, for the purposes of this application is defined by the limits set by HUD for
Santa Clara County, found at (website).
ATTACHMENT A
direction to create the place that is envisioned by the community. The project would help to
focus growth in a location that can provide multi-modal opportunities for future residents,
visitors and employees. The plan would also emphasize better connectivity through the site
and safety for all modes of travel. Because the site was developed for primarily one set of
buildings, it does not include a street network that would better connect the site to either
Park Boulevard or El Camino Real. The project area is located within walking distance of
existing and future transit facilities of regional significance including the existing Caltrain –
California Avenue Station, the existing El Camino Real transit routes, future El Camino Real
Bus Rapid Transit Station, and local Stanford University Marguerite and VTA routes. These
existing public transit systems provide direct access to significant destinations and employers,
including Stanford University Research Park, the County Courthouse, and the California
Avenue Business District. In addition, the plan would help support the City’s Bike and
Pedestrian Master Plan by encouraging development that would take advantage of one the
City’s primary bicycle corridors on Park Boulevard.
The City has also begun significant street improvements along the nearby California Avenue,
including significant bicycle and pedestrian improvements. The City has also initiated parking
related studies for the California Avenue area. Some options being considered are City wide
transportation demand management programs and public-private partnerships to provide
additional parking facilities. The City’s proposed Comprehensive Plan Amendment also
includes language for the implementation of a design competition to encourage innovative
concepts for the City’s public parking lots.
2. Describe how the jurisdiction in which the project is located has demonstrated a
commitment to provide an increase in housing, employment, and transportation
choices through its’ existing policies.
These policies may include (but are not limited to)policies and regulations, such as
innovative parking policies, TOD zoning, transportation demand management
strategies, existing citywide affordable housing policies and approved projects,
supportive general plan policies, sustainability policies, including green building
policies and alternative energy policies.
The project site has been the focus of number of recent planning initiatives and studies. The
Fry’s site is located within the California Avenue Concept Plan area. The California Avenue
Concept Plan (Cal. Ave. Concept Plan) is one of two studies, along with the East Meadow
Circle Concept Plan, that the City Council has initiated as part of the Comprehensive Plan
Update as two areas that have been the subject of some of the most change in the City. The
intent of the plan is to address land use and circulation and to provide policy guidance. The
Draft Concept Plan
http://www.paloaltocompplan2020.org/files/file/Documents/Cal%20Ave%20Area%20Concept%
20Plan_Draft%20March%202014.pdf) specifies land uses and development intensities,
including the potential for additional housing, the desire to retain and enhance retail/service
opportunities, and the desire for improved pedestrian and bicycle connections. The 15 acre
Fry’s site is one of the most important areas in the Concept Plan and has been identified as
one where a land use change is being recommended. The Draft Concept Plan identifies this
area as one that is suitable for growth and recommends that development happen at the
higher end of the allowed density when appropriate, especially for housing.
This area has been identified for mixed uses and increased development intensity because of
ATTACHMENT A
its Zoning and Comprehensive Plan land use designations. The California Avenue area,
including the subject property, is within the Transit-Oriented Residential land use designation
(TOR). This designation allows high density residential development in areas that are within
2,000 feet of a multi-modal transit station. The goal would be to generate densities that
would support substantial use of public transportation. A significant portion of the larger
California Avenue area has been zoned Pedestrian Transit Oriented Development (PTOD). The
PTOD designation is intended to allow higher density residential uses on commercial,
industrial and multi-family parcels within a walkable distance of the Caltrain station.
This area is also an important component of the Palo Alto Bicycle and Pedestrian
Transportation Plan. The plan guides public and private investment in non-motorized
transportation facilities and related programs. The adjacent Park Boulevard is a critical
bicycle boulevard that will provide an important access route to and through the site. The
approved Rail Corridor Study also covers this portion of Palo Alto. The report establishes a
community vision for land use, transportation and urban design opportunities along the
Caltrain corridor. The Study identifies this area as an important one for strong pedestrian
and transit-oriented uses, as well as one that can accommodate much of the City’s future
development. As discussed above, the City has also started significant streetscape
improvements along California Avenue to create a better pedestrian and bicycle friendly
environment, while continuing to provide adequate parking facilities.
3. What are the outcomes of this plan that the jurisdiction hopes to achieve through
this grant?
A) Please list and describe desired outcomes.
B) What implementation actions will this planning effort lead to? (For example,
capital project lists, zoning change, implementation of parking management
practice, change of City design standards, LOS standards, etc.) What is the
proposed schedule for these actions?
C) How does the jurisdiction propose to measure whether housing and/or
employment with the PDAs increased as a result of implementing the PDA
Planning Grant funded project?
The City’s desired outcome of this project is to develop a comprehensive plan that will meet
City’s policies regarding development in this area. The intent of the Fry’s Master Plan is to
develop a comprehensive and coordinated plan to foster mixed-use, improve the relationship
of the site with the adjacent neighborhoods, enhance connectivity and circulation for
pedestrians, cyclists and drivers and provide context-sensitive, pedestrian-scaled
development consistent with its surroundings. The plan would identify the land uses,
intensity, and design guidelines that would encourage redevelopment and growth that would
enhance the pedestrian, bicycle-friendly and transit oriented nature of the area through a
robust public process. It would balance the needs of neighborhood residents as well as the
daytime population of the area.
The desired implementation actions would lead to potential zoning changes, implementation
of an area-wide transportation demand management program, enhancement of parking
ATTACHMENT A
facilities within the area, and development of design guidelines. The intent would be to
develop a development program that would receive public support and meet property owner’s
needs that would circumvent the recent increase in requests for site specific Planned
development proposals that have often been seen as controversial projects that do not
adequately consider the larger context. These programs would be developed concurrently
with this project and adopted within the year after the adoption of the master plan. This
would also coincide with the completion of the City’s Comprehensive Plan Update.
The success of the program in regards to increase in housing or employment would be
measured through a variety of methods. The success would be measured in terms of the
increased number of housing units (as well as variety of type), and non-residential square
footage. The site currently has a legal nonconforming commercial use, but is zoned and has a
land use designation for multi-family residential. Due to land prices and development
regulations, properties with the same multi-family residential designation have typically been
developed at the lower range of density. The goal would be to encourage developed at the
higher range, while also ensuring that negative impacts would be avoided. The City is also in
process of implementing a business registry. As one of the few jurisdictions without a
business license requirement, it has been difficult to measure the number of actual jobs. The
new registry would provide a vehicle to develop and maintain an accurate database.
4. Please describe the project’s community outreach component. Is it designed to
involve the affected community, including existing residents and business owners,
to ensure that community concerns are understood and reflected in the plan?
The community outreach component is a very important aspect for Palo Alto. The City has
already implemented significant outreach as part of the larger Concept Plan and
Comprehensive Plan Update through resident and business stakeholder groups, property
owners and business owners. This outreach has included four community meetings, multiple
stakeholder meetings and seven public hearings. The concept of a master plan for this
property has been discussed during the larger process with the public. As one of the larger
parcels in the City and the site of a well-regarded retail business, there has been a lot of
public concern regarding the future of this site. This project can take advantage of the
robust program and contact list that has been already been established through the Cal Ave
Concept Plan and Comprehensive Plan Update process. The City has engaged in regular
communication with the property owners of the Fry’s property as well as the Fry’s Electronic
business itself. This degree of public outreach will continue with this process. While multiple
community workshops are envisioned, smaller groups would be established to develop a forum
for the public to provide regular input and to engage in an ongoing discussion. The City would
not only continue discussions with those that are immediately affected by any changes on the
property itself, but also with stakeholder groups. An important aspect of the City’s outreach
process is the City’s website. A webpage will be developed on this project to provide up to
date information at any time for the public. An email list will be made available for people
to sign up for regular updates.
April 2015 DRAFT Scope of Work
Subject to Modification
Page 1
ATTACHMENT B
DRAFT FRY’S SITE MASTER PLAN/COORDINATED AREA PLAN SCOPE OF WORK
The Fry’s Site Master Plan project will develop a comprehensive and forward thinking planning
document to guide development of a significant 15 acre site (340 Portage) located in Palo Alto’s
designated California Avenue Planned Development Area, one of the few areas in Palo Alto
intended for higher density development due to its proximity to multi-modal transportation.
[Note: we may want to use another name for the site, since there are multiple tenants and
uses.]
The purpose of the plan is to specify desired land uses and densities, identify needed on- and
off-site improvements to support redevelopment of the site, and provide standards and
guidelines that will result in a well-designed mixed use area of residential, commercial, and
public uses. The plan is also intended to enhance the site’s transit oriented character and will
assess and identify ways to improve vehicular, pedestrian, bicycle, and transit access to and
from the area. As a site within walking distance of Caltrain, multiple bus lines, El Camino Real,
and one of Palo Alto’s main bike boulevards (Park Boulevard), the Fry’s area represents a rare
opportunity within a built-out city for true transit-oriented mixed-use with a substantial
component of multifamily housing, including a variety of housing types.
The master plan is designed to be a coordinated area plan, similar to the SOFA Phase 1 and 2
Coordinated Area Plans, and the planning process and plan contents will comply with Section
19.10 of the Palo Alto Municipal Code. Significant community engagement and property-owner
participation would be required early in the process and continue through implementation.
Once adopted, the plan is intended to supplement the goals and policies of the Comprehensive
Plan (General Plan), and provide development standards for the site.
The Comprehensive Plan Update, which includes the California Avenue Concept Plan, will likely
lead to other zoning code updates. The City is also concurrently working on an update to its
Sustainability/Climate Action Plan. The master plan must be carefully coordinated with all of
these efforts to ensure consistency, and the CEQA document prepared for the Master Plan will
“tier” from the program-level Environmental Impact Report (EIR) prepared for the
Comprehensive Plan Update.
It is expected that the completed master plan will consist of the following chapters or
components:
1. Planning Objectives and Site Context
2. Goals and Policies
April 2015 DRAFT Scope of Work
Subject to Modification
Page 2
3. Site Plan, Desired Land Uses
4. Development Standards and Criteria
5. Architectural and Site Design Objectives & Standards
6. Capital Improvements and Implementation Measures
7. Monitoring and Adaptation Plan
Task One: Community Engagement (Month 1-18)
Formation of a citizens’ working group with regular meetings
Comprised of interested stakeholders including property owners,
neighborhood residents, local business representatives and others
Review baseline data
Develop goals and policies
Serve as a conduit and resource for larger community input
Development and implementation of a community engagement effort
Plan and conduct a minimum of three community meetings. The meetings
should educate the public about the issues for the study area and solicit the
public’s desires for the master plan.
Solicit regular feedback from key stakeholder groups
o Property owners of subject site and adjacent properties
o Area commercial tenants
o Area residents
Develop public outreach materials that can be used by neighborhood groups and
other community organizations to solicit broad community involvement
Create Fry’s Master Plan website
Prepare electronic noticing list for public to receive Master Plan updates
Tasks Two: Scoping, Data Collection & Analysis (Month 2-3)
1. Conduct meetings with the City’s Planning & Transportation Commission and the City
Council to refine the scope of work as well as the plan goals, objectives, and schedule.
2. Data/background collection and analysis
Compile existing Comprehensive Plan goals, policies and programs, proposals in
the Draft California Avenue/Fry’s Area Concept Plan, and current zoning and
development standards that apply to the site and its immediate vicinity.
Compile data on existing uses and development patterns, including the unused
development capacity of sites in the area. Gather information on existing traffic,
parking, transit, bicycle, and pedestrian activities in the area, cultural and natural
resources, natural and man-made hazards, and other relevant data.
Task Three: Preparation and Review of Draft Plan (Month 4-6)
1. Develop plan policies and parameters to include:
April 2015 DRAFT Scope of Work
Subject to Modification
Page 3
Specific land uses and densities
Site plan and configuration of street network
Pedestrian and transit oriented uses and connections
Public spaces and amenities incl. public art component
Economic analysis and project feasibility
Development standard and criteria
2. Develop draft design objectives and standards
3. Present draft materials to Planning & Transportation Commission and City Council
Task Four: Refinement of the Draft and Development of an Implementation/Monitoring Plan,
Concurrent with CEQA Review (Month 6-12)
Refine draft materials from Task Three
Develop implementation plan to achieve identified goals
Develop fiscal study to quantify (public and private) costs and benefits
Draft project-specific CEQA document tiered from the Comp Plan EIR
Draft monitoring & adaptation plan
Task Five: Plan Adoption (Month 12-18)
Circulate final draft for public review
Review by the Architectural Review Board
Review by the Planning and Transportation Commission
Review and Adoption of Plan by City Council
Resolution of Local Support
Resolution No. _____
Authorizing the filing of an application for funding assigned to MTC and committing any
necessary matching funds and stating assurance to complete the Fry’s Master Plan
WHEREAS, CITY OF PALO ALTO (herein referred to as APPLICANT) is submitting an
application to the Metropolitan Transportation Commission (MTC) for $265,000 in funding
assigned to MTC for programming discretion, which includes federal funding administered by
the Federal Highway Administration (FHWA) and federal or state funding administered by the
California Transportation Commission (CTC) such as Surface Transportation Program (STP)
funding, Congestion Mitigation and Air Quality Improvement (CMAQ) funding, Transportation
Alternatives Program (TAP)/Active Transportation Program (ATP) funding, and Regional
Transportation Improvement Program (RTIP) funding (herein collectively referred to as
REGIONAL DISCRETIONARY FUNDING) for the FRY’S MASTER PLAN (herein referred to as
PROJECT) for the PDA PLANNING GRANT PROGRAM (herein referred to as PROGRAM); and
WHEREAS, the Moving Ahead for Progress in the 21st Century Act (Public Law 112-141,
July 6, 2012) and any extensions or successor legislation for continued funding (collectively,
MAP 21) authorize various federal funding programs including, but not limited to the Surface
Transportation Program (STP) (23 U.S.C. § 133), the Congestion Mitigation and Air Quality
Improvement Program (CMAQ) (23 U.S.C. § 149) and the Transportation Alternatives Program
(TA) (23 U.S.C. § 213); and
WHEREAS, state statutes, including California Streets and Highways Code §182.6, §182.7,
and §2381(a)(1), and California Government Code §14527, provide various funding programs for
the programming discretion of the Metropolitan Planning Organization (MPO) and the Regional
Transportation Planning Agency (RTPA); and
WHEREAS, pursuant to MAP-21, and any regulations promulgated thereunder, eligible
project sponsors wishing to receive federal or state funds for a regionally-significant project
shall submit an application first with the appropriate MPO, or RTPA, as applicable, for review and
inclusion in the federal Transportation Improvement Program (TIP); and
WHEREAS, MTC is the MPO and RTPA for the nine counties of the San Francisco Bay
region; and
WHEREAS, MTC has adopted a Regional Project Funding Delivery Policy (MTC
Resolution No. 3606, revised) that sets out procedures governing the application and use of
REGIONAL DISCRETIONARY FUNDING; and
WHEREAS, APPLICANT is an eligible sponsor for REGIONAL DISCRETIONARY FUNDING;
and
WHEREAS, as part of the application for REGIONAL DISCRETIONARY FUNDING, MTC
requires a resolution adopted by the responsible implementing agency stating the following:
•the commitment of any required matching funds; and
•that the sponsor understands that the REGIONAL DISCRETIONARY FUNDING is fixed
at the programmed amount, and therefore any cost increase cannot be expected to
be funded with additional REGIONAL DISCRETIONARY FUNDING; and
•that the PROJECT will comply with the procedures, delivery milestones and funding
deadlines specified in the Regional Project Funding Delivery Policy (MTC Resolution
15.02.06
Attachment C
No. 3606, revised); and
• the assurance of the sponsor to complete the PROJECT as described in the
application, subject to environmental clearance, and if approved, as included in
MTC's federal Transportation Improvement Program (TIP); and
• that the PROJECT will have adequate staffing resources to deliver and complete the
PROJECT within the schedule submitted with the project application; and
• that the PROJECT will comply with all project-specific requirements as set forth in the
PROGRAM; and
• that APPLICANT has assigned, and will maintain a single point of contact for all
FHWA- and CTC-funded transportation projects to coordinate within the agency and
with the respective Congestion Management Agency (CMA), MTC, Caltrans. FHWA,
and CTC on all communications, inquires or issues that may arise during the federal
programming and delivery process for all FHWA- and CTC-funded transportation and
transit projects implemented by APPLICANT; and
• in the case of a transit project, the PROJECT will comply with MTC Resolution No.
3866, revised, which sets forth the requirements of MTC’s Transit Coordination
Implementation Plan to more efficiently deliver transit projects in the region; and
• in the case of a highway project, the PROJECT will comply with MTC Resolution No.
4104, which sets forth MTC’s Traffic Operations System (TOS) Policy to install and
activate TOS elements on new major freeway projects; and
• in the case of an RTIP project, state law requires PROJECT be included in a local
congestion management plan, or be consistent with the capital improvement
program adopted pursuant to MTC’s funding agreement with the countywide
transportation agency; and
WHEREAS, that APPLICANT is authorized to submit an application for REGIONAL
DISCRETIONARY FUNDING for the PROJECT; and
WHEREAS, there is no legal impediment to APPLICANT making applications for the
funds; and
WHEREAS, there is no pending or threatened litigation that might in any way adversely
affect the proposed PROJECT, or the ability of APPLICANT to deliver such PROJECT; and
WHEREAS, APPLICANT authorizes its Executive Director, General Manager, or designee
to execute and file an application with MTC for REGIONAL DISCRETIONARY FUNDING for the
PROJECT as referenced in this resolution; and
WHEREAS, MTC requires that a copy of this resolution be transmitted to the MTC in
conjunction with the filing of the application.
NOW, THEREFORE, BE IT RESOLVED that the APPLICANT is authorized to execute and
file an application for funding for the PROJECT for REGIONAL DISCRETIONARY FUNDING under
MAP-21 or continued funding; and be it further
RESOLVED that APPLICANT will provide any required matching funds; and be it further
RESOLVED that APPLICANT understands that the REGIONAL DISCRETIONARY FUNDING
for the project is fixed at the MTC approved programmed amount, and that any cost increases
must be funded by the APPLICANT from other funds, and that APPLICANT does not expect any
cost increases to be funded with additional REGIONAL DISCRETIONARY FUNDING; and be it
further
15.02.06
RESOLVED that APPLICANT understands the funding deadlines associated with these
funds and will comply with the provisions and requirements of the Regional Project Funding
Delivery Policy (MTC Resolution No. 3606, revised) and APPLICANT has, and will retain the
expertise, knowledge and resources necessary to deliver federally-funded transportation and
transit projects, and has assigned, and will maintain a single point of contact for all FHWA- and
CTC-funded transportation projects to coordinate within the agency and with the respective
Congestion Management Agency (CMA), MTC, Caltrans. FHWA, and CTC on all communications,
inquires or issues that may arise during the federal programming and delivery process for all
FHWA- and CTC-funded transportation and transit projects implemented by APPLICANT; and be
it further
RESOLVED that PROJECT will be implemented as described in the complete application
and in this resolution, subject to environmental clearance, and, if approved, for the amount
approved by MTC and programmed in the federal TIP; and be it further
RESOLVED that APPLICANT has reviewed the PROJECT and has adequate staffing
resources to deliver and complete the PROJECT within the schedule submitted with the project
application; and be it further
RESOLVED that PROJECT will comply with the requirements as set forth in MTC
programming guidelines and project selection procedures for the PROGRAM; and be it further
RESOLVED that, in the case of a transit project, APPLICANT agrees to comply with the
requirements of MTC’s Transit Coordination Implementation Plan as set forth in MTC Resolution
No. 3866, revised; and be it further
RESOLVED that, in the case of a highway project, APPLICANT agrees to comply with the
requirements of MTC’s Traffic Operations System (TOS) Policy as set forth in MTC Resolution No.
4104; and be it further
RESOLVED that, in the case of an RTIP project, PROJECT is included in a local congestion
management plan, or is consistent with the capital improvement program adopted pursuant to
MTC’s funding agreement with the countywide transportation agency; and be it further
RESOLVED that APPLICANT is an eligible sponsor of REGIONAL DISCRETIONARY
FUNDING funded projects; and be it further
RESOLVED that APPLICANT is authorized to submit an application for REGIONAL
DISCRETIONARY FUNDING for the PROJECT; and be it further
RESOLVED that there is no legal impediment to APPLICANT making applications for the
funds; and be it further
RESOLVED that there is no pending or threatened litigation that might in any way
adversely affect the proposed PROJECT, or the ability of APPLICANT to deliver such PROJECT;
and be it further
RESOLVED that APPLICANT authorizes its Executive Director, General Manager, City
Manager, or designee to execute and file an application with MTC for REGIONAL
DISCRETIONARY FUNDING for the PROJECT as referenced in this resolution; and be it further
RESOLVED that a copy of this resolution will be transmitted to the MTC in conjunction
with the filing of the application; and be it further
15.02.06
RESOLVED that the MTC is requested to support the application for the PROJECT
described in the resolution, and if approved, to include the PROJECT in MTC's federal TIP upon
submittal by the project sponsor for TIP programming.
INTRODUCED and PASSED:
AYES:
NOES:
ABSENT:
ABSTENTIONS:
NOT PARTICIPATING:
ATTEST:
____________________________ ____________________________
City Clerk Mayor
APPROVED AS TO FORM: APPROVED:
____________________________ ____________________________
Senior Asst. City Attorney City Manager
____________________________
Director of Planning & Community
Environment
15.02.06