Att 1 – Draft Trans Element

Transcription

This preliminary draft element was prepared by City staff on the basis of input from
the CAC and members of the public received between October and December 2015.
The element will be further refined following review by the full CAC in January and
February 2016, and that refined product will be presented as a draft to Palo Alto City
Council in March 2016.
TRANSPORTATION
ATTACHMENT 1
2
VISION: Palo Alto will build and maintain a sustainable network
of safe, accessible and efficient transportation and parking
solutions for all users and modes, while protecting and
enhancing the quality of life in Palo Alto neighborhoods.
Programs will include alternative and innovate transportation
processes, and the adverse impacts of automobile traffic on the
environment in general and residential streets in particular will be
reduced. Streets will be safe, attractive and designed to
enhance the quality and aesthetics of Palo Alto neighborhoods.
Palo Alto recognizes the regional nature of our transportation
system, and will be a leader in seeking regional transportation
solutions, prioritizing Caltrain service improvements and railroad
grade separations.
INTRODUCTION
Meeting the transportation needs of residents, visitors, and businesses will demand
innovative and forward-looking solutions. The Transportation Element provides a
policy framework for these solutions, recognizing that future growth in transportation
needs cannot be met by the automobile alone. Strong dependence on the
automobile has resulted in air and water pollution, excess noise, increased energy
use, and visual degradation in Palo Alto and throughout the San Francisco Bay Area.
There have also been impacts on Palo Alto neighborhoods, as motorists have used
local streets as alternatives to overcrowded arterials.
This Plan is designed to address these issues comprehensively and acknowledges
that the future will be different than the present and the past. Recognizing changing
demographics and travel preferences, new technologies, and new opportunities, the
Plan includes solutions for implementation today in order to lay the groundwork for
PRELIMINARY DRAFT – JANUARY 21, 2016
T-1
P A L O A L T O C O M P R E H E N S I V E
T R A N S P O R T A T I O N E L E M E N T
P L A N
the future. Together with investments in infrastructure, these solutions will lead to an
integrated transportation system that serves local, regional, and intercity travel.
This Element meets the State requirement for a Circulation Element, addressing the
various aspects of circulation, including complete streets, expressways and freeways,
mass transit, walking, bicycling, parking, special transportation needs, and aviation.
CONNECTIONS TO OTHER ELEMENTS
Transportation choices and options are shaped by many factors including land use,
economics, and community values. As such, the Transportation Element is strongly
influenced by the Land Use Element and Housing Element because the distribution
and density of residential, commercial, and office uses has a direct correlation to the
type, frequency, and use of transportation options a community employs. In
addition, the Transportation Element supports the objectives of the Business and
Economics Element, the Community Services and Facilities Element, and the Natural
Environment Element, and the Safety and Noise Element by paving the way for a
transportation system that supports economic development and access to services in
a manner that limits impacts to the natural environment.
PALO ALTO DAILY MODE SHARE
(2014)
5%
3%
8%
Drive Alone
Carpool
23%
Transit
61%
Bike
Walk
SUSTAINABLE TRANSPORTATION
Recent data compiled from surveys and other sources show that, in 2014, more than
60 percent of all trips made each day in Palo Alto involved single-occupant vehicles.
Although this is a lower ratio of single-occupant vehicles than in many other Bay
Area communities, Palo Alto’s most recent greenhouse gas (GHG) emissions
inventory indicates that road travel to, from, and within the city is by far the single
largest source of local emissions. As a major regional employment center, Palo Alto
attracts commuters from throughout the Bay Area on a daily basis, but US Census
data also show that Palo Alto residents make most of their trips by car. [additional
data to come on trip origins and destinations, i.e. who is driving where] Building a
more sustainable transportation system will require addressing both regional and
local travel patterns, as well as trips made for work, school, errands or entertainment.
The key to a sustainable transportation system lies in providing more options and
more convenience so that people will more readily choose not to drive. Palo Altoans
recognize that, at times, the private automobile helps facilitate life’s daily activities,
but we also understand that single-occupant vehicles are a major source of traffic
congestion and GHG emissions in the region. To successfully address congestion,
T-2
P A L O
A L T O C O M P R E H E N S I V E P L A N
keep neighborhood streets safe, reduce air quality and noise impacts, lessen the
effects of climate change, and improve overall quality of life, we must focus on
providing convenient, affordable alternatives to the automobile.
Facilitating a shift to alternative modes of transportation will require creative
collaboration among transit agencies, employers, and local jurisdictions as well as
residents and commuters themselves. Technology also has a role to play, whether
providing up-to-the minute information to inform choices or in delivering new and
better modes of travel. A robust public transit system with both a regional reach and
a local focus will be essential to rebalancing mode share, and improvements to the
bicycling and pedestrian environment will help encourage more people to bike and
walk on a regular basis.
I NNOVATION AND C OLLABORATION
Palo Alto is currently pursuing a number of innovative tools to increase
transportation options for residents and workers.
COMMUTER WALLET
The Bay Area is at the forefront of an evolving shift toward the use of transportation
services in place of private vehicle ownership, led by a number of prominent ride
sharing and e-hailing car services.. Originally pioneered in Europe, the concept of
“Mobility as a Service (MaaS),” also known as “Commuter Wallet” in Palo Alto,
allowes on-demand trip planning enabled by smartphones and mobile devices. This
concept also includes "pop up" bus services, as well as car-sharing and bike-sharing
services. With the advent of self-driving cars, the cost of transportation services is
widely expected to drop, making vehicle ownership a less attractive option.
Palo Alto is partnering with with Joint Venture Silicon Valley, the Santa Clara Valley
Transportation Authority (VTA), and the City of San Jose to develop a MaaS/
Commuter Wallet smartphone app that provides access to a combination of
transportation mode and employer commute benefits to help incentivize non-singleoccupant vehicle travel. The app will house information about all transportation
modes under one platform so users can easily make transportation decisions based
on current traffic/transit conditions. Innovative initiatives like MaaS/Commuter Wallet
can help facilitate a shift away from single-occupant vehicles and rebalance mode
share in the future.
T-3
P L A N
TRANSPORTATION D EMAND M ANAGEMENT
The term Transportation Demand Management (TDM) refers to strategies that
improve the efficiency of the transportation system by increasing the demand for an
convenience of alternatives to the single-occupant vehicle. TDM programs can
include a wide range of investments in infrastructure and incentives for the use of
alternatives to the automobile, as well as parking management initiatives and
marketing. Employers and local governments often collaborate in developing and
implementing TDM programs, and activities can be coordinated through a
Transportation Management Association (TMA) made up of local businesses in a
commercial district or industrial park. Stanford University operates a TDM program
designed to reduce university-related traffic impacts. The program is one of the most
comprehensive in the country, with an array of initiatives from free public shuttle
service to expanded bicycle parking and extensive marketing outreach and
promotions. Since its inception in 2002, Stanford has reduced its drive-alone rate by
32 percent. In January 2015, the City of Palo Alto began the process to establish a
TMA for the downtown area, with plans to pilot a variety of TDM initiatives in
collaboration with local businesses. This effort has already yielded the first reliable
data on commuter travel patterns and formal establishment of an independent nonprofit TMA. Stanford University has initiated similar efforts to survey travel patterns
and work with employers to reduce commute trips to the Stanford Research Park.
ALTERNATIVE F UEL VEHICLES
Alternative fuel vehicles—those that run on electricity, biodiesel, compressed natural
gas and other alternatives to petroleum fuels—help reduce GHG emissions by
utilizing cleaner fuels or zero emission alternatives. As the City encourages increased
use of alternative fuel vehicles to help reduce GHGs, additional support facilities like
charging stations or biofuel pumps may be necessary. However, while alternative
fuel vehicles do reduce GHGs, they are still a contributor to congestion.
P UBLIC T RANSIT
Palo Alto’s role in the regional economy and mix of land uses have endowed
residents, workers, and visitors with an array of transit options to travel within the city
and to the surrounding region. Residents can conveniently access many local
destinations via buses and shuttles, while employees and visitors can travel to Palo
Alto via regional bus routes and rail service. Map T-1 shows the range of public
transit services in Palo Alto.
T-4
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E X I S T I N G T R A N S P O R TAT I O N S E R V I C E S
T-6
P L A N
P A L O
RAIL SERVICE
Caltrain is Palo Alto’s primary regional transit service, with riders traveling to San
Francisco, Gilroy, and all cities in between. Since introduction of the baby bullet
limited express trains in 2003, ridership has more than doubled and today, Palo
Alto’s University Avenue station is the second largest generator of weekday Caltrain
trips, behind only the San Francisco station and ahead of stations in larger cities such
as San Jose, San Mateo, and Sunnyvale. Long-range plans for Palo Alto Station and
adjacent University Avenue underpass area will enhance pedestrian circulation and
the prominence and visibility of the transit station, creating a vital link between
Stanford and the University Avenue/Downtown area and further increasing transit
usage. The planned extension of Caltrain to the Transbay Terminal in downtown San
Francisco will improve regional transit connections for Peninsula communities,
including Palo Alto, and electrification of Caltrain will speed service, allow for more
trains, and decrease noise and air pollution.
BUS SERVICE
Three transit providers, VTA, SamTrans, and AC Transit, provide bus service in Palo
Alto, providing connecting residents to both local and regional destinations. The VTA
operates local bus service within the city, with 14 bus routes in Palo Alto, and also
offers connections to VTA light rail, Caltrain, Altamont Corridor Express (ACE) and
AMTRAK Capitol Corridor. SamTrans operates bus service throughout San Mateo,
San Francisco, and Santa Clara counties, helping to connect Palo Alto to other parts
of the Peninsula and Silicon Valley. AC Transit’s Dumbarton Express provides express
bus service between the East Bay and communities on the Peninsula, including Palo
Alto.
The VTA’s proposed El Camino Real Bus Rapid Transit (BRT) project aims to improve
transit operations and increase transit ridership along the El Camino Real Corridor.
With curbside stations and signal priority (“queue jumping”), BRT in shared travel
lanes will provide faster, more reliable service with target stops and specialized
transit vehicles and facilities. The El Camino Real BRT Corridor extends from
Downtown San Jose (Arena Station) to Downtown Palo Alto (Palo Alto Transit
Center) passing through the cities of Santa Clara, Sunnyvale, Mountain View and Los
Altos.
Visual simulation of BRT operating on El Camino Real
Source: VTA
T-7
P L A N
SHUTTLE SERVICE
There are three types of shuttle services operating in Palo Alto, including the City
operated Palo Alto Shuttle, the Stanford University Marguerite shuttle, and private
employee shuttles which transit through Palo Alto offering transportation for
employees to other job centers on the Peninsula. The Marguerite, run by Stanford
University Parking and Transportation Services, is a free public service that connects
the Stanford campus to nearby destinations including the Palo Alto Station and
Downtown. The Palo Alto Shuttle is a free, wheelchair-accessible shuttle provided by
the City. This shuttle currently serves three routes that connect Caltrain stations and
important destinations in the community, and the City is developing plans for
enhanced service in response to community input. Marguerite and Palo Alto Shuttle
routes are shown on Map T-1.
FIRST/LAST MILE CONNECTIONS
In November 2015, Palo Alto City Council
adopted a Complete Streets resolution
affirming the City’s longstanding
commitment to design and construction
of a comprehensive, integrated
transportation network that allows safe
and convenient travel along and across
streets for all users, including pedestrians,
bicyclists, persons with disabilities,
motorists, movers of commercial goods,
users and operators of public
transportation, emergency vehicles,
seniors, children, youth, and families.
Council also adopted National
The concept of first/last mile connections refers to the level of accessibility to and
from transit stations. Many people live or work approximately one mile from a transit
station or bus stop, but distance, perception of safety or the availability of an
enjoyable connection may deter them from using transit. The Palo shuttle provides
first/last mile connections to and from Caltrain stations, as does the provision of bike
share facilities. For now, walking and biking remain the best first/last mile option for
most of Palo Alto, although rideshare services are increasingly attractive, In the
future, ridesharing and other on-demand transportation services could be integrated
into the City’s overall first/last mile connection strategy through MaaS.
B ICYCLING AND W ALKING
Originally passed in 2008, California’s Complete Streets Act came into force in 2011
and requires local jurisdictions to plan for land use transportation policies that reflect
a “complete streets” approach to mobility. Complete streets comprises a suite of
policies and street design guidelines which provide for the needs of all road users,
including pedestrians, bicyclists, transit operators and riders, children, the elderly,
and the disabled. From 2011 onward, any local jurisdiction—county or city—that
undertakes a substantive update of the circulation element of its general plan must
consider complete streets and incorporate corresponding policies and programs.
Association of Transportation Officials
(NACTO) guidelines for bikeway and
BIKING
urban street design, which incorporate
Palo Alto dedicated its formal bikeway system—one of the nation’s first—in 1972.
Bikeways have since become commonplace in surrounding cities and considerable
Complete Streets best practices.
T-8
P A L O
progress has been made in overcoming barriers to bicycle travel in and around Palo
Alto. Palo Alto’s bikeway network consists of on-road bicycle lanes, bicycle
boulevards and bicycle routes, off-road shared-use paths and bridges, and bicycle
parking facilities. Highlights of the system are 14 underpasses and bridges, spanning
barriers such as freeways, creeks, and railroad tracks. Map T-2 shows the existing and
planned bikeway network in Palo Alto.
The City has received national recognition as a leader in the development of
innovative bikeways and programs and has been widely acknowledged for its
successful Safe Routes to Schools program. Palo Alto is in a position to significantly
increase its proportion of travel by bicycle. Its flat terrain, mild weather, grid street
network, and environmentally- and health-conscious citizenry make cycling a
practical option at a minimal cost. Future challenges include more routes for
northeast-southwest travel and overcoming physical barriers like railroads and
freeways. Better provisions for bicycles on mass transit would promote the use both
modes by increasing convenience and accessibility of destinations.
The Palo Alto Bicycle + Pedestrian Transportation Plan (BPTP, 2012), adopted in
2012, contains a policy framework, design guidance, and specific recommendations
to increase walking and biking rates over the next decade and beyond—rates that will
be instrumental in helping to address the impacts of regional growth while
maintaining mobility. BPTP 2012 seeks to encourage planning, construction, and
maintenance of complete streets’ that are safe and accessible to all modes and
people of all ages and abilities, incorporating best practices from the National
Association of Transportation Officials (NACTO) Bikeway Design Guide.
T-9
Recommended Facilities and Con
Recommended Facilities and Con
PA L O
A LT O
C O M P R E H E N S I V E
P L A N
T R A N S P O R TAT I O N
Source: The City of Palo Alto, 2012.
Map 6-1. Proposed Bikeway Network
Map 6-1. Proposed Bikeway Network
M A P T- 2 Alta Plann
Alta Plan
B I K E W AY S I N PA L O A LT O
P A L O
WALKING
Mode share data indicates that walking accounts for more trips than public transit in
Palo Alto each day, yet is an inexpensive and often overlooked means of
transportation. As shown on Map T-3, Palo Alto's pedestrians are generally well
served by current facilities and will benefit from the attention given to street trees
and bikeways. There will be more benefits in the future, as the City emphasizes
walkable neighborhoods and pedestrian- oriented design. The most needed
improvements are to fill in the gaps in the sidewalk system, make intersection
crossings “friendlier,” and overcome the barriers to northeast-southwest travel.
STREETS
All modes of transportation in Palo Alto depend to some degree on the street
network. The City’s street network has remained essentially unchanged since the
1960s, except for projects along the Sand Hill Road corridor, yet overall traffic
volumes have increased.
S TREET C LASSIFICATIONS
Palo Alto’s streets fall into various categories, depending on their purpose and design
and the amount of traffic they carry. This street hierarchy is defined below and is
illustrated on Map T-4. Even before California adopted Complete Streets principles,
Palo Alto sought to accommodate all modes of travel in the design and modification
of its street system. Improvements to road surfaces, curbs, crossings, signage,
landscaping, and sight lines must make streets safer for vehicles, but must consider
the needs and safety of pedestrians and cyclists as well.
T-11
PA L O
A LT O
Existing Facilities and
Programs
| 3-5and Programs
Existing
Facilities
P L A N
Downtown Inset
Source: City of Palo Alto, 2012.
Map 3-2: Existing Pedestrian Conditions
M A P T- 3
Map 3-2: Existing Pedestrian
Conditions
Map 3-2: Existing
Pedestrian Conditions
EXISTING PEDESTRIAN FACILITIES
Alta Planning + Des
P A L O
A L T O
T R A N S P O R T A T I O N
P L A N
E L E M E N T
S A N
F R A N C I S C O
B A Y
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Source: City of Palo Alto, 2013; PlaceWorks, 2014.
Local/Collector
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
Arterial (incl. Residential Arterial)
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Railroads
Sphere of Influence
Freeway
PRELIMINARY DRAFT MAP T-4
Caltrain Stations
Parks
City Boundary
ROA
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T-14
P L A N
P A L O
PALO ALTO’S STREET HIERARCHY
 Freeway: Major roadway with controlled access; devoted exclusively to traffic
movement, mainly of a through or regional nature.
 Expressway: Major roadway with limited access to adjacent properties;
devoted almost exclusively to traffic movement, mainly serving throughtraffic.
 Arterial: Major roadway mainly serving through-traffic; takes traffic to and
from expressways and freeways; provides access to adjacent properties.
 Residential Arterial: Major roadway mainly serving through-traffic; takes traffic
to and from expressways and freeways; provides access to adjacent
properties, most of which are residential properties located on both sides of
the roadway with direct frontages and driveways on that roadway.
 Collector: Roadway that collects and distributes local traffic to and from
arterial streets, and provides access to adjacent properties.
 Local: Minor roadway that provides access to adjacent properties only.
R OADWAY AND I NTERSECTION I MPROVEMENTS
[To be updated when Preferred Alternative and associated roadway
improvements are identified]. Intersections are the most constricted points on the
network. Many intersections are congested during the peak morning and afternoon
travel periods. Some intersection improvements have been made over the years and
a few others are planned. No major expansions of the City-owned road network are
planned, although the City and County have collaborated on plans to address the
intersection of Page Mill Road and El Camino Real, and nearby intersections.
Palo Alto desires to keep traffic flowing as freely as possible on major streets and to
minimize the diversion of through-traffic onto local residential streets. For that
purpose, several key intersections and roadways segments, as shown on Map T-5,
have been identified for monitoring. A challenge is to balance the free flow of traffic
with the safety of pedestrians and cyclists of all abilities, as well as with residents’
desire to maintain low traffic speeds on residential arterials. Most future
improvements will be made within existing rights-of-way at intersections and will
provide relatively small increases in roadway capacity. Intersection improvements are
planned only at the major intersections noted below.
Additional turning lanes and other related changes are proposed at the following
major intersections in Palo Alto: [list to be determined based on final decisions about
the locations of future development]
T-15
PA L O
A LT O
P L A N
# Key Roadway Segments:
1. Sand Hill Road between I-280 and El Camino Real
(SR 82)
2. El Camino Real (SR 82) between Sand Hill Road and
Page Mill Road (CMP)
3. El Camino Real (SR 82) between Page Mill Road and
San Antonio Road (CMP)
4. Page Mill Road between I-280 and El Camino Real
(SR 82) (CMP)
5. Arastradero Road between I-280 and El Camino
Real (SR 82)
6. Alma Street between University Avenue and San
Antonio Road
7. Middlefield Road between University Avenue and
San Antonio Road
8. University Avenue between El Camino Real (SR 82)
and US 101
9. Embarcadero Road between El Camino Real (SR 82)
and US 101
10. Oregon Expressway between El Camino Real
(SR 82) and US 101 (CMP)
11. Charleston Road between El Camino Real (SR 82)
and San Antonio Road
12. San Antonio Road between El Camino Real (SR 82)
and US 101 (CMP)
13. Foothill Expressway/Junipero Serra Blvd between
Sand Hill Road and Arastradero Road (CMP)
# Key Intersections:
1. I-280 Northbound Off-Ramp and Sand Hill Road
(Menlo Park)
2. Middlefield Road and Charleston Road
3. Middlefield Road and San Antonio Road (CMP)
4. Alma Street and Charleston Road
5. El Camino Real (SR 82) and Embarcadero Road/
Galvez Road (CMP)
6. El Camino Real (SR 82) and Page Mill Road/Oregon
Expressway (CMP)
7. El Camino Real (SR 82) and Arastradero Road/
Charleston Road (CMP)
8. El Camino Real (SR 82) and San Antonio Road
(CMP; Mountain View)
9. Foothill Expressway and Page Mill Road (CMP)
10. Foothill Expressway and Arastradero Road (CMP)
11. El Camino Real (SR 82) and Sand Hill Road/Alma
Street (CMP)
12. Charleston Road and San Antonio Avenue (CMP)
13. University Avenue & El Camino Real, northbound
ramps (CMP)
14. University Avenue/Palm Drive & El Camino Real,
southbound ramps (CMP)
Hexagon Transportation Consultants, 2015.
M A P T- 5
K E Y I N T E R S E C T I O N S A N D R O A DWAY S E G M E N T S
P A L O
L EVEL OF S ERVICE
Level of Service (LOS) is a way of measuring traffic congestion based on average
control delay per vehicle, and in some analyses, based on the ratio of the volume of
traffic to the capacity of the road. LOS A is a free-flowing condition for cars and LOS
F is an extreme congestion condition, with traffic volumes at or over capacity. LOS
definitions for signalized intersections are shown in Table T-1. Intersections in the
City of Palo Alto are subject to the City of Palo Alto LOS standards, which seek to
maintain an LOS D or better, except at intersections that are monitored as part of the
VTA’s Congestion Management Plan, where the agency seeks to maintain an LOS of
E or better.
TABLE T-1
SIGNALIZED INTERSECTION LOS
DEFINITIONS BASED ON AVERAGE DELAY
Vehicle miles traveled (VMT) is an
indicator of the level of traffic on the
roadway system by motor vehicles. VMT is
estimated for the given period of time - for
LOS
Average Control Delay
Per Vehicle (Seconds)
A
10.0 or less
B
10.1 to 20.0
so does VMT; however, other factors that
C
20.1 to 35.0
economic growth, relatively affordable
D
35.1 to 55.0
auto travel costs, tourism, low levels of
E
55.1 to 80.0
of auto travel increases, the time wasted
F
Greater than 80.0
Source: Transportation Research Board, 2000 Highway Capacity Manual.
(Washington, D.C. 2000)
example daily or annually. The estimate is
based on both traffic volume counts and
roadway length. As population increases,
contribute to a rise in VMT include
public transit, and sprawl. As the amount
on congested roadways, the energy used
by the vehicles and total costs of auto
travel increase accordingly.
Senate Bill 743, passed in 2013, will shift the State away from LOS as the metric for
evaluating transportation impacts under CEQA, based on the idea that prioritizing the
free flow of cars over any other roadway user contradicts State goals to reduce
GHGs. Instead, the State’s Office of Planning and Research is developing alternative
measurements of transportation impacts, which may include vehicle miles travelled
(VMT), VMT per capita, automobile trip generation rates, or automobile trips
generated. Once alternative criteria are incorporated into the CEQA Guidelines, auto
delay will no longer be considered a significant impact under CEQA. However,
because this Comprehensive Plan includes policies establishing the City’s LOS
standards, individual development projects will still be required to analyze, disclose,
and address LOS impacts as a part of the project review and approval process.
T-17
P L A N
M ULTIMODAL L EVEL OF S ERVICE
Multimodal level of service (MMLOS) applies the concept of LOS to all modes of
travel, not just automobiles. Within Santa Clara County, in response to State laws that
require planning for complete streets and deprioritize vehicular LOS as a metric for
transportation analysis, VTA is developing guidelines for multimodal transportation
planning to include in all transportation studies, and the City of Palo Alto will have an
opportunity to participate in this effort. One possible outcome could be the adoption
of metrics for safety, convenience, and delay for transit, bicycles, and pedestrians
similar to the LOS standards the City has adopted for cars.
R AIL C ORRIDOR
Palo Alto is bisected by the Caltrain rail corridor, which creates a significant barrier to
connectivity and circulation.
RAIL CORRIDOR STUDY
The Caltrain rail corridor was the subject of a significant planning effort from 2010 to
2013 to evaluate land use, transportation and urban design, particularly in response
to Caltrain electrification and other possible upgrades and the potential for High
Speed Rail. The study area encompasses approximately 1,000 acres, and is bounded
by Palo Alto Avenue on the north, San Antonio Road on the south, one-half block
east of Alma Street, and one half block west of El Camino Real. This effort was led
by a 17-member citizen Task Force to working with staff and the community, and
included a number of public meetings.
The City Council adopted the Rail Corridor Study policy document and incorporated
it into the Comprehensive Plan on January 22, 2013 to “generate a community
vision for land use, transportation, and urban design opportunities along the rail
corridor, particularly in response to improvements to fixed rail services along the
tracks through Palo Alto.” The Study provides land use and transportation policies
under a variety of scenarios, allowing Palo Alto to be proactive to changes to the rail
system. The Study will guide staff and the City as decisions are made regarding land
use and transportation improvements, such as private development and the Capital
Improvement Program.
GRADE SEPARATION
To increase safety, enhance connectivity, and improve pedestrian and bicycle
circulation, the City of Palo Alto is considering conceptual grade separation
alternatives for a portion of the Caltrain right-of-way. Recent studies have focused on
three existing at-grade crossings at Charleston, Meadow, and Churchill, however
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there is significant interest in analyzing and pursuing grade separations at Alma
Street as well, in addition to possible establishment of a “quiet zone” for the near
term. Options analyzed for Charleston Rd/West Meadow Drive and Churchill Avenue
include:

Trenching the Caltrain corridor at either a one percent or two percent grade
from approximately San Antonio to approximately Oregon Expressway, which
would grade separate both Meadow and Charleston by keeping the existing
roadways at-grade and running rail traffic beneath it in an open trench.

Submerging the roadway beneath the railroad tracks at Churchill Avenue.

Submerging the roadway beneath the railroad tracks at West Meadow Drive.

Submerging the roadway beneath the railroad tracks at Charleston Road.
Trenching the Caltrain corridor would be the most expensive alternative, and could
potentially require rerouting existing creeks and adding infrastructure pump stations.
While the roadway submersion alternatives would cost less, they would require the
taking of existing homes and partial property acquisitions, eliminate turning
movements, and have far more visual impacts at each intersection due to their larger
footprints. In the 2013 Rail Corridor Study, the City affirmed that trenching rail was
the preferred alignment.
NEIGHBORHOOD IMPACTS
Most Palo Alto streets are bordered by residential land uses. Citizens’ concerns
reflect chronic problems like speeding, commuter shortcutting, and too much traffic.
The City has designated some streets as residential arterials to recognize that they
carry large volumes of through-traffic but also have residential uses on both sides of
the street. The objective is to address the desires of residents of these streets who
would like to have slower speeds, safer conditions for bicycles and pedestrians, and
aesthetic improvements. This must be done economically and without appreciably
reducing traffic capacity or diverting traffic onto local neighborhood streets.
The Traffic Infusion on Residential
Environment (TIRE) index is a measure of
the effect of traffic on the safety and
comfort of human activities, such as
walking, cycling, and playing on or near a
street and on the freedom to maneuver
vehicles in and out of residential
driveways. The TIRE index scale ranges
from 0 to 5 depending on daily traffic
volume. An index of 0 represents the least
infusion of traffic and 5 the greatest, and
thereby, the poorest residential
Additionally, to address community concerns, the City has developed a Traffic
Intrusion on Residential Environments (TIRE) methodology that estimates resident
perception of traffic impacts based on anticipated average daily traffic growth.
Although not required under the California Environmental Quality Act or pursuant to
VTA guidelines, the City of Palo Alto uses the TIRE index to measure the impact of
traffic on residents along a street.
environment.
T-19
P L A N
T RAFFIC C ALMING
Traffic calming refers to projects that make permanent, physical changes to streets to
slow traffic and/or reduce volumes, thus improving their safety and addressing
residents’ concerns. Traffic calming measures can reduce speeds and return some
through-traffic from local and collector streets to nearby arterials. Traffic calming also
includes education and enforcement measures that promote changes in driver
behavior. Where warranted by traffic conditions and residents’ desires, Palo Alto’s
policy is to implement physical changes to local and collector streets that slow traffic
close to the 25 miles per hour (mph) residential speed limit. Physical changes
implemented are safe and take into account the needs of all road users. Some
examples of traffic calming measures include:

Curb and Sidewalk Design. In many of the areas of Palo Alto built since
World War II, an integral curb and sidewalk design was used, resulting in
sidewalks immediately next to traffic lanes. Adding planting pockets and street
trees would promote pedestrian use and also provide visual cues to drivers to
reduce speeds.

Lane Reductions. In commercial areas, it may be feasible to reduce the
number of lanes for through-traffic without losing too much traffic handling
capacity. In these areas, curb lanes are often not very useful for through-traffic
since they may be blocked or slowed by cars turning into and out of
driveways and parking spaces.

Street Closures. Street closures are effective at eliminating through-traffic,
especially when safety issues are involved. They may be a necessary design
element for a bicycle boulevard or transit mall, but closures can often be
controversial because they disrupt the traditional neighborhood street grid,
and may shift traffic to adjacent streets.
MOTOR VEHICLE AND BICYCLE PARKING
A comprehensive parking strategy is an important part of Palo Alto’s comprehensive
strategy to reduce traffic congestion, protect the livability of residential
neighborhoods, and support local businesses. Reducing vehicle trips through
transportation demand management, as discussed above, is one crucial component
of this strategy. In addition, over the life of this Comprehensive Plan, the City will
continue to explore innovative parking management tools and parking supply
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P A L O
initiatives. These efforts focus on the Downtown area, where major local employers,
thriving stores and restaurants, and residential neighborhoods coexist and share a
finite parking supply.
P ARKING M ANAGEMENT
Managing Palo Alto’s parking supply wisely can significantly reduce the number of
parking spaces needed, reduce the costs of providing parking, encourage transit and
alternative transportation, and support Palo Alto’s goals for livable neighborhoods.
The City is managing parking by:

Phasing in a pilot Residential Preferential Parking (RPP) district in the
residential blocks around the Downtown commercial district and South of
Forest Area (SOFA). Under the RPP, vehicles with permits are allowed
unrestricted parking. Cars without permits are limited to parking for a
maximum of two hours.

Installing parking guidance systems that give drivers real-time information on
how many spaces are available where.

Designing clear logos and wayfinding signage for public parking to improve
visibility and accessibility.

Studying options for parking pricing, time limits, and space allocations. Free,
unregulated parking makes it more likely that people will drive alone; charging
for parking or limiting parking supply makes it more likely that people will
carpool, take transit, walk or bike.
Providing access and revenue technologies to implement recommendations of the
parking pricing study.
DOWNTOWN P ARKING SUPPLY MEASURES
The City regularly monitors parking demand and supply Downtown and is
considering several initiatives to increase parking supply, with the dual goals
supporting local businesses and minimizing impacts on surrounding neighborhoods.
B ICYCLE P ARKING
Bicyclists, like motorists, need a place to store their vehicle, whether a sidewalk rack
to grab a coffee or a more secure bicycle locker or cage for all-day parking near
transit. Vandalism, theft, and inconvenience are all main concerns for bicyclists, who
typically expect parking close to their destinations. Providing dedicated bicycle
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P L A N
parking makes it more convenient to bike rather than drive, and keeps sidewalks
clear for pedestrians. The City manages numerous programs that provide bicycle
parking facilities, including bicycle lockers at the California Avenue Caltrain station
and several Downtown locations for a monthly fee. The Palo Alto Bikestation, located
at the Palo Alto Caltrain station, provides secure storage for up to 96 bicycles
accessible 24 hours a day, seven days a week via electronic key access.
The City’s Municipal Code requires new private development to provide bicycle
parking facilities, typically at 10 to 25 percent of the vehicle parking requirement. The
2012 Bicycle + Pedestrian Transportation Plan includes specific recommendations
for the amount, location, and type of bicycle parking.
TRAFFIC SAFETY
Traffic safety will continue to be among the City’s top priorities in the future. City
officials, city employees and community members are committed to working
together to build better and safer streets, educate the public on traffic safety, enforce
traffic laws, and adopt policy changes that save lives. The City is undertaking a
comprehensive traffic safety program, and partners with Palo Alto Unified School
District and the Palo Alto Parent Teacher Association (PTA) on a Safe Routes to
School Program that encourages families to walk, bike, and use other alternatives to
driving to school more often and to reduce the risk of accidents for students.
A new approach to roadway safety that has proven to be successful in substantially
reducing traffic-related fatality rates without compromising mobility is the Vision Zero
Initiative, developed in Sweden. At the core of this approach is the concept of
shifting responsibility for safety from roadway users to the design of the roadway
system. While local conditions and traffic culture in Palo Alto are different than in
Sweden, the Vision Zero Initiative could potentially offer ideas and lessons for Palo
Alto to draw on in pursuing the goal of roadway safety for all users.
SPECIAL NEEDS
Many people cannot or do not wish to drive and some are not able to use all
transportation modes. Young people, seniors, people with low incomes, and people
with disabilities all have special transportation needs. Palo Alto is committed to
providing reasonable accessibility and mobility for these populations and for others
who do not or cannot drive.
T-22
P A L O
S ENIORS
As the baby boomer generation (i.e., those born between 1946 and 1964) ages,
more and more people will forego driving or become unable to drive. Without
proper access to affordable transit or families, friends, and/or neighbors who can
provide rides, seniors face an increased risk of social and physical isolation. Seniors
who do not drive have access to the public transit providers described under Goal T2. VTA offers seniors 65 and over a discounted Regional Transit Connection Card. In
addition, Outreach, a non-profit organization that serves seniors and the disabled,
offers transportation services for seniors in Santa Clara County. These services
include a subsidized transit pass and subsidized taxi rides. Residents must be 65 or
older to participate and there are no income restrictions. Outreach provides
transportation services to destinations within Santa Clara County only. While
Outreach provides an important service to the community, there is a daily cap on the
number of rides offered so all user requests may not be accommodated
D ISABLED
The Santa Clara Valley Transportation Authority operates paratransit service
administered through a contract with Outreach and Escort, Inc. (OUTREACH). Riders
may reserve paratransit trips from one to three days in advance, between 8:00 a.m.
and 5:00 p.m. for service the next day. The paratransit service area is within a ¾-mile
corridor around the VTA bus routes and light rail stations. For travel outside of the
service area, customers can arrange a transfer to the paratransit operator in the
adjacent county. Paratransit hours of operation are the same hours and days of week
that bus and light rail run on their regular schedules.
U NIVERSAL D ESIGN
The principle of universal design for mobility is to achieve roadways and sidewalks
that can accommodate all users including automobiles, pedestrians, bicyclists, and
the disabled. Examples of universal design to support the disabled include placing
pedestrian push buttons at wheelchair level, audible pedestrian crossing systems,
sidewalk curb ramps, increasing pedestrian crossing times, sidewalk widths of 6 feet
or greater, roadway and sidewalk materials that reduce slipping and add stability,
minimizing driveway crossings and obstructions, and avoiding steep grades and
slopes.
T-23
P L A N
REGIONAL LEADERSHIP
Increasing population and traffic congestion over the past 20 years have required an
increased emphasis on regional solutions to transportation issues. A regional
approach for some transportation issues is needed to avoid local solutions that
simply shift the problem elsewhere or produce unintended results. For instance, a
higher gas tax or parking fee in Santa Clara County or Palo Alto might shift business
to other cities. Moreover, transportation facilities like Caltrain or the Bayshore
Freeway need to be managed on a regional basis.
C ONGESTION M ANAGEMENT P LAN
Palo Alto has been an active participant in the Santa Clara Valley Transportation
Authority Congestion Management Program (CMP). The CMPs in the various Bay
Area counties are focal points for transportation planning and funding. Palo Alto
representatives also participate and provide leadership in numerous Bay Area
regional bodies affecting transportation, including the Metropolitan Transportation
Commission (MTC), Association of Bay Area Governments (ABAG), and the Bay Area
Air Quality Management District (BAAQMD), as well as the various public
transportation providers in Palo Alto, including the California Department of
Transportation (Caltrans).
HOV AND E XPRESS L ANES
High Occupancy Vehicle (HOV) and Express lanes are used as a traffic management
strategy to reduce congestion on freeways and improve air quality in adjacent areas.
HOV lanes are reserved at peak travel times or longer for the exclusive use of
vehicles with a driver and one or more passengers, although motorcycles and some
alternative fuel and transit vehicles are not subject to the occupancy requirement.
Express lanes are open to single occupant vehicles for a fee, and are free for
motorcycles and some alternative fuel vehicles. There are about 174 directional
miles of freeway carpool lanes in Santa Clara County, including 84 directional miles
along US 101 between the San Mateo County line and Cochrane Road. By 2018, VTA
plans to convert 36 miles from Dunne Avenue in Morgan Hill to the San Mateo
County line on US 101 to express lanes, with a second express lane will be added
for the majority of the corridor.
[Additional suggested topics: County sales tax, Dumbarton Corridor, Caltrain
modernization]
T-24
P A L O
PALO ALTO AIRPORT
Palo Alto Airport (PAO) is a general aviation airport owned and operated by the City
of Palo Alto. PAO occupies 102 acres of land east of Highway 101 in the baylands
and has one paved runway 13/31 measuring 2,443 × 70 feet. The airport is the tenth
busiest single runway airport in California and functions as a reliever to three Bay
Area airports. PAO facilities include an air traffic control tower operated by the
Federal Aviation Administration and a terminal building with Wi-Fi, seating,
restrooms and a small vehicle parking lot adjacent to the terminal. Airport
operations, facility and field maintenance; and tie-down services are handled by
Airport staff located in the terminal building. Flight clubs and fixed base operators
operate onsite, offering fuel sales, flight lessons, pilot training, and aircraft sales,
rentals, maintenance, and repair.
Prior to construction of PAO at its current location between 1934 and 1936, the
airport operated at a location adjacent to Stanford Stadium in the late 1920s. From
1967 to 2015, PAO was operated by Santa Clara County under a lease agreement.
Operations and control have since been transferred to the City and key challenges
ahead include addressing deterioration of runway conditions and the need to redevelop onsite fixed base operator facilities.
TRAFFIC CONGESTION
Transportation and land use are inextricably linked. Low-density land use patterns
generally dictate the use of an automobile, while higher density and mixed use
patterns generally translate into higher transit usage and pedestrian activity. Transit
stations and bus routes present opportunities for higher density development. Palo
Alto recognizes the relationship between transportation and land use and will
promote a land use pattern that supports walking, bicycling, and reduced
dependence on cars. In some cases, this may mean a shift away from prioritizing the
free flow of cars.
Local governments have a range of trip reduction strategies available to them to help
alleviate peak roadway congestion. Among the strategies identifies by the VTA
Congestion Management Program are:

Congestion Pricing. Congestion pricing consists of surcharging users of
public goods during peak hours.
T-25
P L A N

Parking Cash-Out Program. An employer funded program where the
employer pays an employee not to use a parking space.

Unbundling Residential Parking. Unbundling the price of parking from
residential units lets residents decide whether to own fewer cars to save
money otherwise spent on parking.

Parking Management and Pricing. Requiring payment for parking or
increasing parking fees are ways to encourage drivers to find alternate modes
of transportation.

Subsidizing Ridesharing. Employers can promote carpooling by paying for
fuel costs or subsidizing carpool costs.

Employee Pre-Tax Commuter Benefits. Employees can offer pre-tax transit
vouchers for purchase by employees.

Transit Subsidies. Employers and residential developments can provide free
or discounted transit passes to employees and residents.

Alternative Cash Incentive Program. Employers offer gifts or prizes for
commuting via an alternative mode of transportation.

Express Lanes. Express lanes that permit non-carpool drivers to pay for the
use of the lane.

Alternative Modes of Transportation. Encouraging the shift of single
occupancy vehicles to biking, walking, carpooling, vanpooling, car sharing, and
transit.

Employee Amenities. Encouraging employers to provide on-site amenities
such as bike lockers and showers.

Flexible Work Environment. Allowing employees to work flexible schedules
to avoid peak rush hours or telecommute.
Employer TDM strategies are an important part of the solution for congestion
management. In addition to incentivizing alternatives to driving alone, employer
TDM programs can also include flexible work schedules, staggered hours, and
telecommuting options. New technology is also contributing to the development and
rapid expansion of ridesharing and car-sharing services. MaaS and other on-demand
trip planning apps facilitate the use of this type of transportation service, making it
easier and convenient to choose not to drive alone. While less effective in relieving
congestion than other strategies, membership-based car sharing services allow
T-26
P A L O
drivers access to a network of shared vehicles at unattended self-service locations,
thereby reducing the need for auto ownership.
GOALS, POLICIES, AND PROGRAMS
S USTAINABLE T RANSPORTATION
GOAL T-1
Create a sustainable transportation system, complemented
by a mix of land uses, that emphasizes walking, bicycling,
use of public transportation, and other methods to reduce
GHG emissions and the use of single occupancy vehicles.
Policy T-1.1
Consider economic, environmental, and social cost issues in local and
regional transportation decisions. [(Previous Policy T-2) (Edited)]
Program T1.1.1 Allocate funding to conduct an annual survey of
mode shares downtown, and expand to other
employment districts when feasible. [NEW
PROGRAM]
R EDUCING R ELIANCE ON S INGLE -O CCUPANT V EHICLES
Policy T-1.2
Collaborate with employers, the Palo Alto Unified School District, and
other sources of commute trips to develop, implement and expand
comprehensive, effective programs to reduce single-passenger auto
use and associated GHG emissions and to reduce traffic congestion at
the local and regional levels. [(PTC Policy T1.7) (Edited) (Previous
Policy T-3 & Program T-5) (Merged & Edited)].
Program T1.2.1 Create a long-term education program to change
the travel habits of residents, visitors, and workers
by informing them about transportation
alternatives, incentives, and impacts. Work with the
Palo Alto Unified School District and with private
interests, such as the Chamber of Commerce, to
develop and implement this program. [Previously
Program T-8].
Program T1.2.2 Formalize the City’s Transportation Demand
Management (TDM) program by establishing an
ordinance that outlines when TDM should be
applied, what performance metrics are required,
T-27
P L A N
and how compliance will be periodically measured
and enforced. Establish a list of acceptable TDM
measures that include transit use, prepaid transit
passes, commuter checks, car sharing, carpooling,
parking cash-out, bicycling, walking, and education
and outreach to support the use of these modes.
The ordinance should provide a system for
incorporating alternative measures as new ideas for
TDM are developed. TDM measurements should
include a comparison of building occupancy and
land use standards. [(PTC Program T.1.7.1)
(Edited)].
Program T1.2.3 Expand Palo Alto’s Transportation Demand
Measures for City employees and PAUSD staff.
[(PTC Program T1.7.2) (Edited) (Previous Program
T-6) (Edited)].
Program T1.2.4 Evaluate the performance of pilot programs
implemented by the Downtown TMA and consider
expanding to other areas of the city as appropriate.
Program T1.2.5 Review existing regulations, policies, and programs
to identify revisions that encourage telecommuting,
satellite office concepts, and work-at-home options.
[(PTC Program T1.7.3) (Previous Program T-12)
(Edited)].
Policy T-1.3
Coordinate with Stanford University on the development and
implementation of transportation demand strategies via development
of a Transportation Management Association in the Stanford Research
Park. [NEW POLICY].
Policy T-1.4
New development should not make traffic worse. Require new
development projects to adopt effective TDM plans in order to meet
specific targets and to offset remaining peak period motor vehicle trips
through one of the following methods:

T-28
By directly contracting with another property owner or
organization to reduce trips generated from another site; or
P A L O

By paying an annual fee to the City for use in reducing motor
vehicle trips to the extent feasible through the provision of
transit services, carpool/rideshare incentives, bicycle lanes, and
other similar programs and improvements. [EIR Mitigation
Measure Trans-1a]
Program T1.4.1 Complete a nexus study and develop a fee for
offset. [staff suggestion from 1/7/16 call]
Policy T-1.5
Encourage the Palo Alto Unified School District to use parking fees,
regulations, and education to discourage students from driving to
school. [Previously Program T-7]
Program T1.5.1 Expand the range of City services that can be
received via computers or through the mail
[Previously Program T-10].
Program T1.5.2 Promote private delivery services to reduce the
necessity of driving [Previously Program T-11].
R EDUCING G REENHOUSE G AS E MISSIONS
Policy T-1.6
Reduce GHG emissions associated with transportation by reducing
vehicle miles traveled and per-mile emissions through use of vehicle
technologies and other transportation technologies to meet the State’s
goals for GHG reductions by 2030. [(PTC Policy T-1.1) (Edited)]
Program T1.6.1 Review the Zoning Ordinance to ensure
compatibility with electric vehicle infrastructure
ordinance
through
parking
technology
improvements, including vehicle lifts and electronic
monitoring. Update the Zoning Ordinance to reflect
changes that result from this review. [(PTC Program
T4.7.1) (Edited)]
Policy T-1.7
Continue to support the adoption and use of technologies that reduce
emissions of GHGs and pollutants from passenger and transit vehicles
to meet the City's 2020 goals for GHG reductions. [(PTC Policy T1.2)
(Edited)]
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P L A N
Program T1.7.1 Further encourage the installation of facilities that
support alternative fuel vehicles by periodically
reviewing requirements for electric and plug-in
vehicle infrastructure in new construction. Consider
and periodically review requirements for electric
and plug-in infrastructure for remodels. [(PTC
Program T1.2.1) (Edited)]
Policy T-1.8
Require new development to install electric vehicle charging stations
when feasible. [NEW POLICY]
Policy T-1.9
Continue to measure the effectiveness of the City’s transportation
network to make better decisions on transportation issues, and
consider the use of parking fees and tax revenues to fund alternative
transportation projects. [(PTC Policy T1.8) (Edited)]
Program T1.9.1 Collect and analyze transportation data, including
through surveys and other methods, to evaluate
implementation of related policies on a regular
basis. [NEW PROGRAM]
M ASS T RANSIT
Policy T-1.10
Support mass transit access to regional destinations, multimodal
transit stations and employment centers, including those within Palo
Alto. [(PTC Policy T1.11) (Previous Policy T-6) (Edited)]
Program T1.10.1 In concert with the study of expanded shuttle
service, prepare a study that identifies other
possible first/last mile connection strategies and
considers trips for the purposes of local errands
and commuting. [NEW PROGRAM]
Program T1.10.2 Evaluate the feasibility of new transit routes on
major corridors, including BRT and Ferry, to
establish needed first and last mile connections at
major corridors such as Bayshore, Alma, and
Embarcadero. [NEW PROGRAM]
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P A L O
Policy T-1.11
Support plans for a quiet, fast rail system that encircles the Bay, and
for intra-county and transbay transit systems that link Palo Alto to the
rest of Santa Clara County and adjoining counties. [Previously Policy
T-7]
Program T1.11.1 Work with regional transportation providers,
including BART and Caltrain, to improve
connections between Palo Alto and San Francisco
International Airport. [NEW PROGRAM]
Policy T-1.12
Support Caltrain capacity enhancements..
Policy T-1.13
Continue to work with Caltrain, Amtrak, and public bus operators to
expand bicycle storage on public transit vehicles during both peak and
off-peak hours. [(NEW POLICY) (Previous Program T-27)]
Policy T-1.14
Support efforts to integrate train, bus, and shuttle schedules at multimodal transit stations to enable efficient transfer among public transit
modes. [(PTC Policy T1.15) (Previous Policy T-11) (Edited)]
Policy T-1.15
Work to ensure public and private school commute patterns are
accommodated in the local transit system, including through schedule
and route coordination. ([PTC Policy T1.13) (Previous Policy T-9)
(Edited)]
Policy T-1.16
Continue to encourage the provision of amenities such as seating,
lighting, and signage, including real-time arrival information, at bus
and shuttle stops and train stations to increase rider comfort, safety,
and convenience. [(PTC Policy T1.14) (Previous Policy T-10) (Edited)]
Policy T-1.17
Encourage transit service providers to provide subsidized transit
passes for low income riders. [NEW POLICY]
Policy T-1.18
Support continued development and improvement of the Caltrain
stations as important transportation nodes for the City. [(PTC Policy
T1.10) (Previous Policy T-5) (Edited)]
T-31
P L A N
Program T1.18.1 Continue improvement and operations at the Palo
Alto Station including revisiting circulation and
access improvements as necessary to meet current
and future demands. [(PTC Program T1.10.1)
(Edited) (Previous Program T-14& T-15) (Merged &
Edited)]
Program T1.18.2 Recognize the importance of the University Avenue
Multi-modal Transit Station during special events
and if dedicated funds are available, explore
opportunities for station improvements, including
circulation and access improvements to the station,
in cooperation with Stanford University. [(PTC
Program T1.18.3 Improve the environment at the University Avenue
Multi-modal Transit Station, including connecting
tunnels, through short-term improvements and
regular maintenance. [Previous Program T-15]
Program T1.18.4 Work with Caltrain to identify joint development
opportunities including shuttle services and parking
structures to address Caltrain commuter parking
intrusion into surrounding neighborhoods. [(PTC
Program T1.18.5 Work with Caltrain to identify appropriate locations
for baby bullet stations, considering all stations that
are located within Palo Alto. [NEW PROGRAM]
T-32
Policy T-1.19
Support Caltrain modernization and its extension to Downtown San
Francisco. [(PTC Policy T7.16) (Previous Program T-17) (Program
changed to Policy) (Edited)]
Policy T-1.20
Collaborate with transit agencies in planning and implementing
convenient, efficient bus service in Palo Alto. [NEW POLICY]
Policy T-1.21
Pursue expanded evening and night time bus service. [NEW POLICY]
P A L O
Policy T-1.22
Provide traffic signal prioritization for buses at Palo Alto intersections,
focusing first on regional transit routes. Also, advocate for bus service
improvements on El Camino Real, including queue jump lanes and
curbside platforms. [EIR Mitigation Measure TRANS-6]
Policy T-1.23
Continue and enhance the Palo Alto Shuttle Program to increase
frequency and prioritize destinations of value to the community,
including health centers, parks, schools, senior centers, and shopping
areas. [(PTC Policy T1.9) (Edited) (Previous Policy T-4) (Edited)]
Program T1.23.1 Establish a jitney bus system similar to Stanford
University’s Marguerite Shuttle [Previously Program
T-13].
Program T1.23.2 Conduct a study of the shuttle system that identifies
routes, usage, and utility to inform system
improvements. The study shall be based on
collaboration with PAUSD and community
members, especially seniors, to identify new routes
and expanded schedules that will accommodate
peak demands and coordinate with transit
connections. Evaluate the feasibility of new shuttle
routes that provide access within a 10- to 15minute walk from most neighborhoods, including
the development of new shuttle routes in
communities not currently served, such as Barron
Park and Palo Verde. Address costs, funding
sources for ongoing operation and maintenance.
[NEW PROGRAM]
Program T1.23.3 Study the feasibility of evolving technology to
increase the accessibility, reliability, and/or
efficiency of local transit and shuttle service. [NEW
PROGRAM]
Program T1.23.4 Develop and/or continue to provide an app or
other method of providing real-time arrival and
schedule information for all Palo Alto shuttle routes.
[NEW PROGRAM]
T-33
P L A N
Policy T-1.24
Encourage employers to develop shared shuttle services to connect
employment areas with the multi-modal transit stations and City
amenities. [(PTC Policy T1.12) (Previous Policy T-8)]
Policy T-1.25
Encourage a responsive, private sector, fuel-efficient taxi service that
contributes to reducing traffic congestion.. [(PTC Policy T.17) (Previous
Policy T-13)]
B ICYCLING AND W ALKING
Policy T-1.26
Prioritize investments for enhanced pedestrian access and bicycle use
within Palo Alto and to surrounding communities. [PTC Policy T1.19]
Policy T-1.27
Incorporate the 2012 Bicycle + Pedestrian Transportation Plan into
this Comp Plan by reference.
Study projects to depress bikeways and pedestrian
walkways under Alma Street and the Caltrain tracks
and implement if feasible [Previously Program T21].
Program T1.27.1 Prioritize improvements from the 2012 Bicycle +
Pedestrian Transportation Plan and the Parks, Trails
& Open Space Master Plan, incorporating those
improvements into the City's capital improvements
plan.
Program T1.27.2 Review and update the Bike Plan as needed every
5 years.
Program T1.27.3 Complete a mobility and safety study for downtown
Palo Alto, looking at ways to improve circulation
and safety for all modes.
Program T1.27.4 Conduct a study of, and, if feasible, provide support
and dedicated funding for a recurring Palo Alto
Sunday Streets program of events, potentially in
coordination with local business groups, which
would include street closures and programming.
[NEW PROGRAM]
T-34
P A L O
Policy T-1.28
Increase cooperation with surrounding communities and other
agencies to establish and maintain off-road bicycle and pedestrian
paths and trails using that are integrated with creek, utility, railroad
rights-of-way and green spaces in a manner that helps frame and
define the community and avoids environmental impacts. [(PTC Policy
T1.22) (Edited) (Previous Policy T-17, L-66 & L-68) (Merged & Edited)]
Policy T-1.29
Support regional plans to complete development of the Bay Trail and
Bay-to-Ridge Trail. [(PTC Program T1.22.1) (Previous Program T-25 &
T-26) (Merged & edited)]
Policy T-1.30
Support the development of the Santa Clara County Countywide
Bicycle System, and other regional bicycle plans. [Previously Policy
T-18]
Policy T-1.31
Require new private developments to provide improvements that
improve bicycle and pedestrian connectivity as called for in the Bicycle
Pedestrian Transportation Plan, and require dedication of easements
where a nexus can be established. [(PTC Policy T1.20) (Previous Policy
T-15) (Edited)]
Policy T-1.32
Encourage the private schools within the community to develop Walk
and Roll Maps as part of Transportation Demand Management
strategies to reduce vehicle trips. [NEW POLICY]
Policy T-1.33
Regularly maintain off-road bicycle and pedestrian paths, including
sweeping, weed abatement, and pavement maintenance. [Previously
Program T-29]
Policy T-1.34
Improve maintenance of bicycle and pedestrian infrastructure.
[Previously Policy T-20]
Program T1.34.1 Adjust the street evaluation criteria of the City's
Pavement Management Program to ensure that
areas of the road used by bicyclists are maintained
at the same standards as, or at standards higher
than, areas used by motor vehicles. [Previously
Program T-28]
T-35
P L A N
Program T1.34.2 Develop cooperative programs with the City and
businesses to keep sidewalks clean in the University
Avenue/Downtown and California Avenue business
districts, and other centers. [Previously Program
T-30]
Policy T-1.35
Maintain pedestrian- and bicycle-only use of University
Avenue/Downtown alleyways where appropriate. [(PTC Policy T1.26)
(Edited) (Previous Policy T-21) (Edited)]
Policy T-1.36
Improve amenities such as seating, lighting, bicycle parking, street
trees, and interpretive stations along bicycle and pedestrian paths and
in City parks to encourage walking and cycling and enhance the
feeling of safety. [Previously Policy T-22]
Policy T-1.37
Encourage pedestrian-friendly design features such as sidewalks, street
trees, on-street parking, public spaces, gardens, outdoor furniture, art,
and interesting architectural details. [Previously Policy T-23]
Policy T-1.38
Improve pedestrian crossings with bulb outs, small curb radii, and
street trees near corners, bollards, and landscaping to create protected
areas. [Previously Program T-32]
Policy T-1.39
Increase the number of east-west pedestrian and bicycle crossings
along Alma Street, particularly south of Oregon Expressway. [PTC RC
Policy 3.1]
S TREETS
GOAL T-2
Maintain an efficient roadway network for all users.
L EVEL OF S ERVICE
T-36
Policy T-2.1
Maintain a hierarchy of streets that includes freeways, expressways,
arterials, residential arterials, collectors, and local streets in a safe and
appropriate manner. [(Previous Policy T-24) (Edited)]
Policy T-2.2
Design and maintain the City street network to provide a variety of
alternate routes, so that the traffic loads on any one street are
minimized. [Previously Policy T-32]
P A L O
Policy T-2.3
Avoid major increases in street capacity unless necessary to remedy
severe traffic congestion or critical neighborhood traffic problems.
Where capacity is increased, balance the needs of motor vehicles with
those of pedestrians and bicyclists. [(PTC Policy T2.8) (Previous Policy
T-27) (No Change)]
Policy T-2.4
Achieve and maintain acceptable levels of service for transit vehicles,
bicyclists, pedestrians and automobiles on roads in Palo Alto. [(PTC
Policy T2.10) (Previously Policy T-28) (Edited)]
Program T2.4.1 Maintain current thresholds for acceptable levels of
service for intersections in Palo Alto and establish
protocols for development proposals to evaluate
Level of Service for transit vehicles, bicyclists, and
pedestrians. [PTC Program T2.10.1]
Program T2.4.2 Monitor and publicly report on the previously
identified twenty critical intersections annually and
consider additional intersections to add to this list
to monitor the effectiveness of the City's growth
management policies. [(PTC Program T2.10.2 &
T2.10.3) (Merged & Edited)]
Program T2.4.3 Develop a transportation strategic plan, with an
updated roadway classification system that reflects
desired routes for transit, cycling and regional traffic
as well as priorities for study and investments.
[NEW PROGRAM]
Policy T-2.5
Monitor and evaluate VMT and VMT per capita Citywide, and require
traffic impact analyses for individual development proposals to include
analysis of metrics adopted as part of the State CEQA Guidelines. [staff
suggestion from 1/7 call]
Policy T-2.6
Balance provisions for transit, bicycle, and pedestrians with vehicle
level of service through implementation of a multi-modal Level of
Service calculation that looks at all modes separately. [(PTC Policy
T1.6) (Edited)]
T-37
P L A N
Policy T-2.7
Maintain the current program of not adding traffic signals on Alma
Street north of Lytton Avenue and south of Channing Avenue to
Churchill Avenue; and on Middlefield Road north of Lytton Avenue
and south of Channing Avenue to Embarcadero Road. [Previously
Program T-39]
Policy T-2.8
Regulate truck movements and commercial buses in a manner that
balances the efficient movement of trucks and buses while preserving
the residential character of Palo Alto's arterial street system. [(PTC
Policy T2.11) (Edited) (Previous Policy T-29) (Edited)]
Program T2.8.1 Evaluate the feasibility of changes to Palo Alto’s
through truck routes and weight limits to consider
such issues as relationship to neighboring
jurisdictions, lower weight limits, increased number
of routes, and economic and environmental
impacts. [Previously Program T-40]
ROADWAY IMPROVEMENTS
Policy T-2.9
Coordinate transportation and infrastructure improvements. [NEW
POLICY]
Policy T-2.10
Work with Caltrans, Santa Clara County and VTA to improve east and
west connections in Palo Alto and maintain a circulation network that
binds the city together in all directions. [(PTC RC Goal 3) (Edited)]
Policy T-2.11
Continue to prioritize the safety and comfort of school children in
street modification projects that affect school travel routes [Previously
Policy T-40].
Policy T-2.12
Provide bicycle facilities and sidewalks on roadways throughout the
city as envisioned in the Bicycle and Pedestrian Transportation Plan.
[(PTC Policy T2.3) (Edited)]
Policy T-2.13
Ensure that additional through lanes are not installed at the expense of
bicycle lanes, sidewalks, or landscaping. [(PTC Policy T2.4)]
Program T2.13.1 Study the feasibility of smoothing and slowing
traffic flow in commercial areas by reducing
through-traffic lanes and trading the area for
improved turning lanes, landscaping, and bicycle
lanes. [Previously Policy T-31]
T-38
P A L O
ROADWAY DESIGN
Policy T-2.14
When constructing or modifying roadways, plan for use of the
roadway space by all users, including motor vehicles, transit vehicles,
bicyclists, and pedestrians. [(PTC Policy T2.2) (Previous Policy T-25)
(Edited)]
Program T2.14.1 Update the comprehensive roadway design
standards and criteria to be consistent with
Complete Streets best practices and the Urban
Forest Master Plan, focusing on bicycle and
pedestrian safety and multimodal uses. ([PTC
Program T2.2.1) (Previous Program T-33) (Edited)]
Consider opportunities to incorporate best practices
from the National Association of City Transportation
Officials guidelines for urban streets and bikeways.
Program T2.14.2 Establish procedures for considering the effects of
street modifications on emergency vehicle response
time. [Previously Program T-34]
Policy T-2.15
Consider pedestrians and bicyclists when designing road surfaces,
curbs, crossings, signage, landscaping, and sight lines. [(PTC Policy
T2.5)]
Policy T-2.16
Participate in the design and implementation of comprehensive
solutions to traffic problems near Stanford Shopping Center and
Stanford Medical Center. [Previously Policy T-26]
Program T2.16.1 Support increased public transit, traffic
management and parking solutions to ensure safe,
convenient access to and from the Stanford
Shopping Center/ Medical Center area. [(PTC
Program T2.6.1) (Edited) (Previous Program T-35)
(Edited)]
Program T2.16.2 Extend Sand Hill Road to El Camino Real and
construct related improvements consistent with
neighborhood and community interests. Do not
extend Sand Hill Road to Alma Street [Previously
Program T-36].
T-39
P L A N
Program T2.16.3 Implement and monitor Development Agreement
traffic mitigations at Stanford Medical Center. [(PTC
Program T2.16.4 Provide safe, convenient pedestrian, bicycle, and
transit connections between the Stanford Shopping
Center/Medical Center areas and housing along the
Sand Hill Road/Quarry Road corridors to Palo Alto
Station, Downtown Palo Alto, and other primary
destinations. [(PTC Program T2.6.3) (Previously
Program T-37) (Edited)]
Program T2.16.5 Study extension of Quarry Road for transit,
pedestrians and bicyclists to access the Palo Alto
Station from El Camino Real. Also study the
feasibility of another Caltrain underpass at Everett.
[(PTC Program T2.6.4) (Edited)]
R AIL C ORRIDOR
Policy T-2.17
Redevelopment along the rail corridor shall take into account the land
use and transportation policies discussed in the Rail Corridor Study
Report. [Policy T-1 as amended by Council Resolution adopting Rail
Corridor Study Report]
Policy T-2.18
Participate in regional planning initiatives for the rail corridor and
provide a strong guiding voice.
Policy T-2.19
Pursue a below-grade alignment and not an elevated alignment for
regional fixed rail in Palo Alto, including both high speed rail and
Caltrain. [(PTC RC Policy 1.1) (Edited)]
Policy T-2.20
When examining the potential impacts of vertical rail alignments equal
attention shall be given to all Palo Alto neighborhoods. Adopted
mitigation measures should be proportionate to the impacts identified
in the studies. [PTC RC Policy 1.3]
Policy T-2.21
Pursue grade separation of rail crossings along the corridor as a City
priority. [NEW POLICY]
Program T2.21.1 Undertake studies and outreach necessary to
advance grade separation of Caltrain.
T-40
P A L O
Program T2.21.2 In collaboration with regional agencies and
neighboring jurisdictions, identify and pursue
funding for rail corridor improvements and grade
separation. [NEW PROGRAM]
Program T2.21.3 Consider supplementing external grade separation
funding, if necessary to create below grade rail
alignments. Local sources could include value
capture options, assessment districts, and/or impact
fees. [(PTC Program T7.16.2) (Edited)]
Policy T-2.22
Keep all four existing at-grade rail crossings open to vehicular traffic.
[PTC RC Policy 3.2]
Policy T-2.23
Improve existing at-grade rail crossings to ensure the highest feasible
level of safety along the corridor and provide additional safe,
convenient crossings. [PTC RC Goal 2 edited]
Program T2.23.1 Commission an Alma Street crossing study to
identify opportunities to improve safety and
convenience in the near term, including potential
implementation of a “quiet zone.” [PTC RC Policy
2.1 and Policy 2.2 edited to reflect
recommendations of Rail Corridor Study]
Program T2.23.2 Coordinate
implementation
of
crossing
improvements with neighborhood planning efforts.
[PTC RC Policy 2.2 edited to reflect
recommendations of Rail Corridor Study]
Policy T-2.24
Ensure that future grade separation projects include a community
participation and review process, and undergo environmental review.
Future grade separation improvement projects would have the
potential to cause environmental impacts, such as impacts associated
with construction-related emissions, noise, and traffic, and aesthetics
and land use impacts. These impacts, and alternatives to these grade
separation projects, would be evaluated in detail when the projects are
more clearly defined. [EIR Mitigation Measure Trans-1c]
T-41
P L A N
Policy T-2.25
Improve safety and minimize adverse noise, vibrations and visual
impacts of operations in the Caltrain rail corridor on adjoining districts,
public facilities, schools and neighborhoods with or without the
addition of High Speed Rail. [PTC RC Policy 2.3 edited]
Policy T-2.26
Enhance connections to parks, community centers, recreation facilities,
libraries and schools within the rail corridor or between the rail
corridor and nearby facilities. Opportunities to increase school capacity
and facility development and use should be evaluated and
coordinated between the Palo Alto Unified School District and the City.
[PTC RC Policy 4.1]
NEIGHBORHOOD IMPACTS
GOAL T-3
Protect neighborhood streets that support residential
character and provide a range of local transportation
options.
Policy T-3.1
Implement traffic calming measures to slow traffic on local and
collector residential streets and prioritize traffic calming measures over
congestion management. [(PTC Policy T3.4) (Previous Policy T-34)
(Edited)]
Program T3.1.1 Develop a traffic calming program with a tool box
of specific improvements that can be used to
discourage drivers from using local, neighborhood
streets to bypass traffic congestion on arterials.
[EIR Mitigation Measure TRANS-8]. Implement
appropriate traffic calming measures when
requested by the neighborhood. (Previous Program
T-43) (Edited)].
Program T3.1.2 Periodically review residential areas for traffic
impacts, and use the results of that review to
prioritize traffic calming measures. Consider
development impacts fees as a funding source for
this program. [(PTC Program T3.4.1) (Edited)
(Previous Program T-43) (Edited)]
T-42
P A L O
Program T3.1.3 Study the feasibility of changing Homer and
Channing Avenues to two-way streets. [Previously
Program T-44]
Policy T-3.2
Maintain a “guard and go” system of stop signs approximately every
other block on local residential streets to discourage through-traffic.
Policy T-3.3
Keep all neighborhood streets open unless there is a demonstrated
safety or overwhelming through-traffic problem and there are no
acceptable alternatives, or unless a closure would increase the use of
alternative transportation modes. [Previously Policy T-33]
Policy T-3.4
Reduce the impacts of through-traffic on residential areas by
designating certain streets as residential arterials. [Previously Policy
T-30]
Program T3.4.1 The following roadways are designated as
residential arterials. Treat these streets with
landscaping, medians, and other visual
improvements to distinguish them as residential
streets, in order to reduce traffic speeds.

Middlefield Road (between San Francisquito
Creek and San Antonio Road)

University Avenue (between San Francisquito
Creek and Middlefield Road)

Embarcadero Road (between Alma Street
and West Bayshore Road)
Charleston/Arastradero Roads (between
Miranda Avenue and Fabian Way).
[Previously Program T-41]

Program T3.4.2 Use landscaping and other improvements to
establish clear “gateways” at the points where the
Oregon Expressway, University Avenue and
Embarcadero Road transition from freeways to
neighborhoods. ([PTC Program T3.2.3) (Edited)
(Previous Program T-42) (Edited)]
T-43
P L A N
Policy T-3.5
Minimize the danger of increased commercial ingress/egress adjacent
to major intersections, and noticeable increases in traffic from new
development in residential neighborhoods, through traffic mitigation
measures. [(PTC Policy T3.1) (Edited)]
Policy T-3.6
Employ Traffic Impact on Residential Environments (TIRE) analysis to
measure potential street impacts from new development in residential
neighborhoods. [(PTC Policy T3.1) (Edited)]
Policy T-3.7
Require new residential development projects to implement best
practices for street design, stormwater management and green
infrastructure. [(PTC Policy T3.6) (Previous Policy T-35) (Edited)]
Policy T-3.8
Make new and replacement curbs vertical where desired by
neighborhood residents. [Previously Policy T-36]
Policy T-3.9
Where sidewalks are directly adjacent to curbs and no planting strip
exists, explore ways to add planting pockets with street trees to
increase shade and reduce the apparent width of wide streets.
M OTOR V EHICLE AND B ICYCLE P ARKING
GOAL T-4
Encourage attractive, convenient, efficient and innovative
parking solutions.
M OTOR V EHICLE P ARKING
Policy T-4.1
Provide sufficient motor vehicle and bicycle parking in the University
Avenue/Downtown and California Avenue business districts and other
centers to support vibrant economic activity. Limit under-parked
development while there is insufficient public parking. [(PTC Policy
Program T4.1.1 Provide adequate parking for customers and
employees within each business district to avoid
impacts on adjacent residential neighborhoods.
[(PTC Program T4.1.2) (Edited)]
Program T4.1.2 Manage parking supplies to encourage the use of
alternative modes by employees within each
business district. [(PTC Program T4.1.6) (Edited)]
T-44
P A L O
Program T4.1.3 Monitor the effectiveness of the Valet Assist Parking
Program and regularly evaluate opportunities to
improve or expand. [NEW PROGRAM]
Program T4.1.4
Policy T-4.2
Ensure that the City’s comprehensive parking
strategy includes technology and transportation
demand management solutions. [NEW PROGRAM]
New development projects should not rely on the use of on-street
parking to fulfill minimum parking requirements, and should comply
with parking regulations in the Municipal Code. [PTC Policy T4.6]
Program T4.2.1 Study the feasibility of reduced parking
requirements for developments that are well-served
by transit and demonstrated walking and biking
connections,
including
senior
housing
developments. [NEW PROGRAM to be added if PTC
Policy T-1.9 & T1.12 are not sufficient]
Program T4.2.2 Consider changes to the zoning ordinance to count
partly or fully enclosed private garages dedicated to
individual housing units as floor area in mixed use
and multifamily residential developments. [PTC
Program T4.6.2]
Program T4.2.3 Consider updating parking standards for nonresidential uses to better reflect occupancy and
employee density. [(PTC Program T4.6.3) (Edited)]
Policy T-4.3
To encourage the use of alternatives to the private automobile and
reflect the true cost of providing parking, the City shall eliminate free
or subsidized parking in new commercial and residential development
(i.e. require employees and residents to pay for parking). The City
should also consider eliminating minimum parking requirements in
transit-served areas. [EIR Mitigation Measure Trans-1b]
Policy T-4.4
Continue to implement a comprehensive program of parking supply
and demand management strategies for Downtown Palo Alto.
[(Previous Program T-49) (Moved to Policy)]
T-45
P L A N
Program T4.4.1 Continue working with merchants, the Chamber of
Commerce, neighbors, and a parking consultant to
explore options for constructing new parking
facilities or using existing parking more efficiently.
[Previous Program T-50]
Program T4.4.2 Work with merchants to designate dedicated
employee parking areas. [Previously Program T-51]
Program T4.4.3 Conduct a paid parking study for the Downtown
area to collect data on parking occupancy and
turnover and to recommend pricing and
management policies to prioritize short-term
parking spaces closest to the commercial core for
customers, garage parking for employees, and
neighborhood parking for residents. [NEW
PROGRAM]
Program T4.4.4 Develop and implement a parking wayfinding
strategy for the Downtown commercial core with
the capability for changeable message signs
indicating where parking is available. [NEW
PROGRAM]
T-46
Policy T-4.5
Encourage the use of Transportation Demand Management (TDM)
strategies to minimize the need for all-day employee parking facilities
in the University Avenue/Downtown and California Avenue business
districts and encourage the use of available spots for short-term
customer parking. [(Previous Policy T-46) (Edited)]
Policy T-4.6
Continue to encourage shared parking in order to reduce the overall
number of new parking spaces that must be provided on site for new
development, while still being completely self-parked. [PTC Policy
T4.7]
Policy T-4.7
Design vehicle parking areas to reduce stormwater runoff, increase
compatibility with street trees, and add visual interest to streets and
other public locations. Encourage covered parking in parking lots or
on top of parking structures through the use of tree canopies or
photovoltaic panel canopies. [PTC Policy T4.9]
P A L O
Policy T-4.8
Encourage the use of below-grade or structured parking instead of
surface parking for new developments where feasible. [PTC Policy
T4.10]
Policy T-4.9
Parking regulation enforcement should focus on ensuring parking
availability, rather than revenue generation. [PTC Policy T4.11]
Program T4.9.1 Use technology to help identify parking availability
and make it easy to pay any parking fees. Clearly
provide information about regulations, reducing the
likelihood that tickets will need to be issued. [PTC
Program T4.11.1]
Policy T-4.10
Protect residential areas from the parking impacts of nearby business
districts. [Previous Policy T-47]
Program T4.10.1 Evaluate options to ensure maximum use of the
City parking structures in the University
Avenue/Downtown and California Avenue areas.
[Previous Program T-52]
Program T4.10.2 Discourage parking facilities that would intrude into
adjacent residential neighborhoods. [Previous
Program T-53]
Program T4.10.3 Coordinate with neighborhood associations and
residents’ groups to monitor the availability of
parking in residential neighborhoods and gauge the
need for a residential parking permit program in
areas outside Downtown Palo Alto. [NEW
PROGRAM]
Policy T-4.11
Encourage employee parking strategies at the Stanford Medical Center
area that maximize the efficient use of existing parking and encourage
the use of alternatives to single-occupant vehicles. [(PTC Policy T4.12)
(Edited) (Previous Policy T-48)]
BICYCLE PARKING
Policy T-4.12
Increase the number of safe, attractive and well-designed public
bicycle parking spaces available in the city. [PTC Policy T4.13]
T-47
P L A N
Policy T-4.13
Improve and add attractive, secure bicycle parking at both public and
private facilities, including multi-modal transit stations, City parks, City
streets and other public rights of way, in private developments, and at
other community destinations. [(PTC Policy T1.23) (Previous Policy
T-19) (Edited)]
Program T4.13.1 Determine where additional bicycle parking is
needed by reviewing bicycle parking availability and
use in heavily traffic areas such as University
Avenue/Downtown, California Avenue, Midtown,
and neighborhood commercial centers. Include
merchants, employees, and the public in this
process. [PTC Program T4.13.1]
Policy T-4.14
Continue to require safe and convenient off street bicycle parking as
part of the approval process for new development; prioritize retention
of bicycle parking spaces, even if space is at a premium, whenever the
Director of Planning and Community Environment permits a reduction
in the total number of vehicle parking spaces. [PTC Policy T4.14]
TRAFFIC SAFETY
GOAL T-5
Provide a high level of safety for motorists, pedestrians,
and bicyclists on Palo Alto streets.
Policy T-5.1
To the extent allowed by law, continue to make safety the first priority
of citywide transportation planning. Prioritize pedestrian, bicycle, and
automobile safety over vehicle level-of-service at intersections.
Program T5.1.1 Establish a comprehensive, proactive traffic safety
program focused on safe routes to school, work,
shopping and community services. [NEW
PROGRAM]
Program T5.1.2 Develop and disseminate maps of safe routes to
school, work, shopping, and community services in
collaboration with stakeholders, including PAUSD,
major employers, TMAs, local businesses and
community organizations. [(PTC Program T5.7.4)
(Edited and enhanced)]
T-48
P A L O
Policy T-5.2
Achieve zero roadway fatalities in Palo Alto within 10 years. [NEW
POLICY]
Policy T-5.3
Continue to work with Caltrain to increase safety at train crossings,
including improving gate technology, and signal coordination. [(PTC
Policy T5.4) (Edited)]
Policy T-5.4
Use engineering, enforcement, and educational tools to improve traffic
safety on City roadways. [(PTC Program T5.1.1) (Previous Program
T-47) (Edited)]
Program T5.4.1 Periodically evaluate safety on roadways and at
intersections and enhance conditions through the
use of signal technology and physical changes.
Consider the construction of traffic circles for
improved intersection safety. [PTC Program T5.2.1,
edited]
Program T5.4.2 Continue to provide educational programs for
children and adults, in partnership with communitybased educational organizations, to help promote
the safe use of bicycles, mopeds or scooters, and
motorcycles, including the City-sponsored bicycle
education programs in the public schools and the
bicycle traffic school program for juveniles.
[(Previous Program T-46) (Edited)]
Program T5.4.3 Identify and implement safety improvements for
underpasses, including on Embarcadero Road.
[NEW PROGRAM]
Program T5.4.4 Provide adult crossing guards at school crossings
that meet adopted criteria. [Previous Program T-45]
[insert sidebar with adopted crossing guard criteria]
Policy T-5.5
Use appropriate technology to monitor and improve circulation safety
throughout the City. [(PTC Policy T5.2) (Edited)]
Program T5.5.1 Evaluate the performance of safety improvements
and identify methods to encourage alternative
transportation modes.
T-49
P L A N
Policy T-5.6
Vigorously and consistently enforce speed limits and other traffic laws,
including for vehicle and bicycle traffic. [(Previous Policy T-41)
(Edited)].
SPECIAL NEEDS
GOAL T-6
Provide mobility options that allow seniors and people with
special needs to reach their destinations.
Policy T-6.1
Identify and address the needs of community members, including
seniors and people with disabilities, and meet or exceed the
requirements of the Americans with Disabilities Act (ADA) during the
planning and implementation of transportation and parking
improvement projects. Utilize the principles of Universal Design, and
local and State design standards to guide these efforts. [(PTC Policy
Policy T-6.2
Coordinate with social service agencies to fill gaps in existing
transportation routes and services accessible to people with special
needs no matter their means and design new bus routes that enable
those lacking the resources to travel in timely and economical ways to
access those service. [(PTC Program 6.3.1) (Edited)]
Policy T-6.3
Continue to partner with the VTA to support demand-responsive
paratransit service for eligible participants in Palo Alto and maintain
existing paratransit services, particularly where bus service is
discontinued. Encourage the VTA to emphasize service quality and
timeliness when contracting for paratransit services. [(PTC Policy T6.2)
(Edited) (Previous Policy T-43) (Edited)]
Policy T-6.4
Expand transportation opportunities for seniors and those with
mobility constraints by supporting a variety of methods, such as by
funding discounts for taxi fares, coordinating transit systems to be
shared by multiple senior housing developments, supporting a
volunteer program to expand the supply of drivers, creating a
database of volunteer drivers and other transit options. [NEW
PROGRAM]
Program T6.4.1 Monitor Santa Clara County’s paratransit program
to assess its adequacy [Previously Program T-48].
T-50
P A L O
Policy T-6.5
Collaborate with the Valley Transportation Authority, SamTrans,
Stanford Marguerite Shuttle, Palo Alto Shuttle Bus, Dumbarton Express
Bus Service and Caltrain in the provision of transit service that is
accessible to people with special needs. [PTC Policy T6.3]
Policy T-6.6
Support transit agencies in implementing or continuing reduced fare
or no fare voucher systems for selected populations, including seniors
and people with disabilities. [Previously Policy T-44]
REGIONAL LEADERSHIP
GOAL T-7
Influence the shape and implementation of regional
transportation policies and technologies to reduce traffic
congestion and GHG emissions.
Policy T-7.1
Take a leadership role in regional transportation planning and
advocating for specific transit improvements and investments, such as
Caltrain service enhancements and grade separations, Dumbarton
Express service, enhanced bus service on El Camino Real with queue
jumping and curbside platforms, and additional VTA bus service. [EIR
Mitigation Measure Trans-1d]
Policy T-7.2
Recognize the need for collaboration with a range of stakeholders,
including regional agencies, neighboring jurisdictions and major
employers, on issues of regional importance such as traffic congestion,
reduced reliance on single-occupant vehicles, and sustainable
transportation. Take the lead in forging regional partnerships and
solutions. [(Previous Policy T-49) (Edited)]
Policy T-7.3
Coordinate with local, regional agencies, and Caltrans to support
regional efforts to maintain and improve transportation infrastructure
in Palo Alto. [(PTC Policy T7.8) (Edited)]
Policy T-7.4
Support the efforts of the Metropolitan Transportation Commission
(MTC) to coordinate transportation planning and services for the MidPeninsula and the Bay Area that emphasize alternatives to the
automobile. Encourage MTC to base its Regional Transportation Plan
(RTP) on compact land use development assumptions. [Previous
Policy T-51]
T-51
P L A N
Policy T-7.5
Collaborate with communities to the north and west to ensure that
Palo Alto and its immediate neighbors receive their fair share of
regional transportation funds, proportional to the need and demand
for transportation improvements within these communities to address
region-wide transportation issues. [staff suggestion from 1/7/16 call]
Policy T-7.6
Collaborate with public interest groups as well as federal, State, and
local governments to study and advocate for transportation regulatory
changes, such as an increase in the gasoline tax and market pricing
efforts. [Previously Policy T-50]
Program T7.6.1 Work regionally, and in particular with adjacent
communities, to establish a system of parking fees
that discourages single occupant vehicle use and
encourages other transportation modes. [(Previous
Program T-54) (Restored)]
Policy T-7.7
Support efforts by Caltrans and the Valley Transportation Authority to
reduce congestion and improve traffic flow on area freeways
consistent with Statewide GHG emissions reduction initiatives.
[(Previous Policy T-54) (Edited)]
Program T7.7.1 Support provision of a new southbound entrance
ramp to Highway 101 from San Antonio Road, in
conjunction with the closure of the southbound
Charleston Road on-ramp at the Rengstorff Avenue
interchange in Mountain View. [Previously Program
T-55]
T-52
Policy T-7.8
Support the application of emerging freeway information, monitoring,
and control systems that provide non-intrusive driver assistance and
reduce congestion. [(PTC Policy T7.13) (Previous Policy T-55) (Edited)]
Policy T-7.9
Where appropriate, support the conversion of existing traffic lanes to
exclusive bus and high-occupancy vehicle (HOV and express) lanes on
freeways and expressways, including the Dumbarton Bridge, and the
continuation of an HOV and express lane from Redwood City to San
Francisco. [(PTC Policy 7.14) (Edited) (Previous Policy T-52) (Edited)]
P A L O
Policy T-7.10
Participate in seeking a regional solution to improve roadway
connections, including HOV and express lanes, between Highway 101
and the Dumbarton Bridge without construction of a southern rail
connection across the environmentally sensitive baylands. [(PTC Policy
T7.5) (Edited) (Previous Policy T-53) (Edited)]
Policy T-7.11
Support state and federal legislation to reduce motor vehicle
emissions, noise, and fuel consumption. [Previously Policy T-56]
Program T7.11.1 Implement as appropriate the “local action list” of
the Bay Area Air Quality Management District
(BAAQMD) and work with the Santa Clara Valley
Transportation Authority's Congestion Management
Program (CMP) and other jurisdictions to
implement those actions that require a multijurisdictional effort [Previously Program T-56].
AIRPORT
GOAL T-8
Maintain an economically viable local airport
with minimal environmental impacts.
Policy T-8.1
Operate Palo Alto Airport (PAO) as a vital and efficient facility without
significantly increasing its intensity or intruding into open space areas.
PAO should remain limited to a single runway. Palo Alto will allow for
improvement and only minor expansion of existing PAO facilities and
safety improvements in compliance with federal and state
requirements. [Previously POLICY T-57]
Program T8.1.1 Relocate the terminal building away from the
Runway 31 clear zone, allowing for construction of
a new terminal. [Previously PROGRAM T-58:]
Program T8.1.2 Prepare an Airport Master Plan in accordance with
Federal Aviation Administration requirements to
address long-term facility needs and the future of
PAO. City staff will work to identify ways to align the
Airport Master Plan and the Baylands Master Plan.
[NEW PROGRAM]
T-53
P L A N
Program T8.1.3 Identify and pursue funding to address
maintenance, safety and security improvements
needed at PAO. [NEW PROGRAM]
Policy T-8.2
Minimize the environmental impacts associated with PAO operations,
including adverse effects on the character of surrounding open space
and the quality of life in residential areas as required by federal and
state requirements. [NEW POLICY]
Program T8.2.1 Maintain landscaping consistent with the open
space character of the baylands to screen the
airport along Embarcadero Road and continue to
provide a bicycle/pedestrian path adjacent to
Embarcadero Road, consistent with the Baylands
Master Plan and open space character of the
baylands subject to airport federal and state
regulations. [Previously PROGRAM T-57]
Program T8.2.2 Maintain the native grasses planted on the
abandoned second runway pad and leave as open
space. This is subject to federal wildlife hazard
requirements and guidelines for airports. [NEW
PROGRAM]
Program T8.2.3 Revise lease agreements with flight schools, clubs,
and rental service operators to require that those
parties inform pilots of voluntary noise abatement
procedures. [NEW PROGRAM]
Program T8.2.4 Establish a system for processing, tracking and
reporting noise complaints regarding local airport
operations. [NEW PROGRAM]
Policy T-8.3
T-54
Encourage the use of alternatives to leaded fuel in aircraft operating in
and out of Palo Alto Airport. [NEW POLICY]
P A L O
TRAFFIC CONGESTION
GOAL T-9
Decrease congestion and improve transportation efficiency
with a priority on our worst intersections and our peak
commute times, including school traffic.
Policy T-9.1
Promote mixed use development to provide housing and commercial
services near employment centers, thereby reducing the necessity of
driving. [(Previous Program T-2) (Converted to Policy)]
Program T9.1.1 Monitor the traffic surrounding new developments
and compare with the projections anticipated
during the review and approval process of the
development. Impose penalties if traffic exceeds
projections. Include this information as part of TDM
reporting. [(PTC Program T2.10.4) (Edited)]
Policy T-9.2
Favor new development that is within 10-minute walk of a transit stop
or station and provides walking and bicycling connections and facilities
as a congestion management strategy. [NEW POLICY]
Policy T-9.3
The City supports the establishment and operation of Transportation
Management Associations to address transportation and parking
issues as appropriate in the City’s employment districts. [NEW POLICY]
Program T9.3.1 Work in partnership with the Downtown TMA and
Stanford University to realize measurable
reductions in SOV commuting in Downtown and in
the Stanford Research Park. [NEW PROGRAM]
Policy T-9.4
Encourage employers to inform employees and the public about
alternate modes of transportation and parking options. [NEW POLICY]
Policy T-9.5
Encourage the location of childcare facilities near major employment
hubs to reduce traffic congestion associated with child pick-up and
drop-off. [NEW POLICY]
Program T9.5.1 Study ways to use parking management strategies
to help alleviate traffic congestion, including paid
parking in the Downtown area. [NEW PROGRAM]
T-55
P L A N
Program T9.5.2 Evaluate the City’s Transportation Impact Fee every
five years to implement new transportation priority
projects. [PTC Program T2.10.8]
Policy T-9.6
Work with PAUSD to ensure that decisions regarding school
assignments are analyzed to reduce peak period motor vehicle trips to
and from school sites. [EIR Mitigation Measure Trans-1e]
Policy T-9.7
Work with the PAUSD to resolve traffic congestion issues associated
with student drop-off and pick-up. [NEW POLICY]
Program T9.7.1 Continue to participate in regional efforts to
develop technological solutions that make
alternatives to the automobile more convenient and
thereby contribute to reducing congestion [NEW
PROGRAM]
Policy T-9.8
Encourage the use of car and bike sharing to reduce single occupant
vehicle trips, and support the provision of car share stations
throughout Palo Alto, especially within 10-minute walk of transit
stations and stops. [(PTC Policy T1.18) (NEW POLICY]
Program T9.8.1 Implement a pilot program to test the effectiveness
of subsidizing a taxi or rideshare program for Palo
Altans to get to/from downtown.
Policy T-9.9
Work with VTA to implement traffic management strategies, such as
signal coordination, centralized traffic control, red-light, and speed
enforcement cameras, and real-time travel information, to reduce
traffic congestion in and around Palo Alto. [NEW POLICY]
Program T9.9.1 Implement computerized traffic management
systems to improve traffic flow when feasible. [(PTC
Program 2.10.5) (Previously Program T-38)]
Program T9.9.2 Implement a program to monitor, coordinate, and
optimize traffic signal timing a minimum of every
five years along arterial and residential arterial
streets. [PTC Program T2.10.7]
T-56

Att 1 – Draft Trans Element

Transcription

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