Palo Alto moves forward with initiative to reduce car trips

Last week, the Palo Alto Planning and Transportation Commission got an update on the early stages of the formation of the Palo Alto Transportation Management Association (TMA).  In the last year, the Palo Alto City Council started a major initiative major decision to address traffic and parking problems by investing in programs to reduce vehicle trips, in addition to strategies to manage parking more efficiently and build more supply.  To implement this trip reduction strategy, Palo Alto is starting a TMA, a nonprofit organization which will manage marketing and programs to reduce vehicle trips, such as shuttles, transit pass discounts, carshare, and other benefits, on behalf of businesses and residents.

The update about the first steps to get the TMA started was provided by staff member Jessica Sullivan, and consultant Wendy Silvani, who staffed the successful, pioneering Emeryville TMA which currently serves 1.4 million annual shuttle trips to BART, and the Mission Bay TMA which has an 85% non-drive alone mode share.

To start to get input and gather support for the program, the consultants have been interviewing various stakeholder groups including businesses, senior centers, and neighborhood groups, and asked the PTC for other groups to reach out to.  PTC members strongly recommended reaching out to the school system, including “safe routes to schools” leaders who have already made tremendous progress at restoring  the share of kids walking and bicycling to school to around half, up from a low of about 25%.

Commissioner Carl King expressed concern that the goal of the TMA, which is to reduce vehicle trips by 30%, based on a council directive, might be too aggressive.   In response, Commissioner Arthur Keller pointed out that Stanford has achieved deeper trip reductions than that over the last decade. (So have Google and other leading private sector programs, and Portland’s Lloyd District).  As the TMA gathers information about the opportunities for vehicle trip reduction in Palo Alto, they could refine the goal based on data, in the way that the Cities of Mountain View and San Mateo have set their goals by analyzing how much the use of transportation alternatives could be increased.

Commissioner King strongly encouraged trip reduction methods to require participation. “In Palo Alto, we tend to be very polite” – but in order to get results, the program can’t be purely optional and without accountability.

A PTC member asked about the relationship between the TMA and the city. The Transportation Management Association will be a nonprofit with its own board. Silvani and Sullivan mentioned that the current thinking is that city staff will serve on the board – a PTC member suggested ex officio representation by a Councilmember and a PTC member.

Commissioner Eric Rosenblum asked questions about funding mechanisms, which were not answered very clearly by consultants and staff. Based on research regarding other locations, TMAs can be funded with a variety of sources. In areas dominated by new development, TMAs are often funded substantially by development fees. TMAs can also be funded via membership fees, fees for services, assessment mechanisms, and parking revenues. Parking revenues are a major source of funds for Stanford, as well as TMA programs in Boulder and Portland.

King and other PTC members questioned the initial focus on downtown, when community members are concerned about traffic all around town. South Palo Alto neighborhoods have perennial concerns about getting fewer benefits than northern neighborhoods, and there is a particularly high driving rate at Stanford Research Park.

Based on case studies from other places, it would be desirable for TMA to evolve to provide programs to multiple areas across town – but this blogger thinks it would be a risk to try and serve all parts of the city identically, all at once. By focusing on a defined set of places that people come from and travel to, the TMA will be able to  create focused programs for clusters of people tailored for specific areas.  For example, a neighborhood GoPass would likely be more effective in the Downtown and Cal Ave areas than South Palo Alto neighborhoods two miles from the closest Caltrain station.

With regard to Stanford Research Park,  contributors to the high rate of driving likely include free parking, challenges with the schedules of the shuttles to/from Caltrain, and shuttles home provided only by the largest employers for a fee. So it is financially attractive for employees to drive.   The first things that Stanford University did when implementing TDM was to start charging for parking, add Caltrain shuttles designed based on data about employees needs, and provide employees with deep-discount Caltrain passes.  An alternative to charging for parking is offering “parking cashout” benefits – a cash payment in exchange for not using a parking space.

As for neighborhoods, there are examples of cities with successful residential TDM programs. Boulder offers a neighborhood EcoPass – a deep-discount transit pass that a neighborhood can vote to adopt.  Neighborhoods using this program drive 40% less on average than other Boulder neighborhoods.  Data about potential use, and active community buy-in should be needed to institute neighborhood programs.

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Palo Alto advances plans to reduce driving, manage parking

Palo Alto has been taking next steps on programs to reduce driving and use parking more efficiently

In the last year, Palo Alto City Council took major steps to transform its transportation strategy.   Sparked by controversies about car parking, Council decided on a multi-pronged approach:

  • manage existing parking more efficiently, including residential permit parking
  • invest in reducing demand for driving
  • add more parking garages (see blog post)

Now, these programs are moving forward.  Here’s an update.

Monday 10/26 @ City Council - Shuttles and “Transportation Demand Management” (TDM)

Palo Alto – like other cities in the area – recently had a lightbulb moment: investing in services and incentives to reduce driving, can reduce the need to build expensive new garages.  Building a new parking space in a Palo Alto parking garage costs over $60,000.   By contrast, “Transportation Demand Management” (TDM) programs take a page from the playbook of private sector employers, like Stanford, who avoided spending $100,000,000 in parking structures by investing in the Marguerite shuttles and programs to reduce driving.

Before getting started with an overall TDM program, Palo Alto City Council decided to beef up the city’s shuttle programs.  On Monday, 10/26, the City Council decided to increase frequency on the Crosstown shuttle (which gets good ridership at a cost of less than $2 per ride, largely by serving seniors and youth) and to investigate the opportunity to get private funding for a shuttle that would connect Palo Alto Caltrain with Bayshore employers (where Google and LinkedIn are headquartered in Mountain View).  Council also directed staff to investigate the potential for a trolley connecting Downtown and Stanford Shopping Center, helping people on shopping expeditions to visit more stores and restaurants without driving across.

At the meeting, Council members also encouraged bolder approaches.

  • The shuttle improvements were based on surveying existing riders and planning incremental improvements.  They didn’t take into account the needs of people who don’t use the shuttles today.  The upcoming TDM survey will gather information from workers and residents who currently drive. There will be opportunities for further improvements based on that data.
  • The shuttle program uses medium sized vehicles travelling fixed routes.  Council directed staff to research opportunities to integrate newer rideshare services such as Uber, Lyft, and Bridj, to take advantage of more flexible, networked, on-demand services.
  • There was broader discussion that the program’s sights were set too low, and a resolution to discuss larger ambitions before the end of the year.

Wednesday 10/28 @ Planning Transportation Commission - Transportation Demand Management program update

In order for shuttles – and other programs – to help reduce driving, it will be critical to design and market options for people who are driving today.  On Wednesday, 10/28, the Planning and Transportation Commission will hear an update on the Transportation Demand Management program which is just getting started.

The first step – following Stanford’s playbook – will be to gather information about how people travel – where they come from, where they go to; if they drive alone, why is that, and what are the barriers that keep them from using alternatives.  Successful programs have an active marketing component – selling the benefits to individuals, workplaces and neighborhoods.  If you’re interested, you can watch the meeting online, and we’ll blog what happens.

November 12 @ PTC and December 1 @ CC - Residential Preferential Permit Parking - an important step toward parking efficiency

On November 12, the Planning and Transportation Commission will review a proposal for Residential Permit Parking for neighborhoods around Downtown, followed by a December 1 review by City Council.

Currently, with an unlimited amount of free parking available on neighborhood streets, the top floors of the city’s garages are frequently empty. Workers and visitors have a strong incentive to drive to Palo Alto and park for free.  UCLA Professor Donald Shoup says it best – if you give away free ice cream on a hot day, you will attract big crowds and a “shortage” of ice cream.  Similarly, if car parking is available for free, people will use a lot of it, and driving will look attractive compared to other options.  If you’re interested in the subject, read Shoup’s long but excellent book, the High Cost of Free Parking.

in order to provide effective incentives to reduce driving, and use existing parking more efficiently the city needs to stop making neighborhood parking available for free. Proposed details for the two-phase RPP program can be found here.  It’s not a perfect proposal and it’s possible to take issue with the details of the program – residential permits are too cheap or too expensive – there are too many worker permits, or not enough of them.  But it’s critical to take the step forward to stop providing parking for free on neighborhood streets and to help create good alternate transportation options.

The City Council meeting will review the the proposed RPP program on December 1, with a decision slated for two weeks following.

Moving forward on all fronts – step by step

This sounds like a lot, doesn’t it?  Stanford didn’t transform its transportation habits overnight either – it took a decade to reduce the share of people driving alone from 72% to 42%.  Progress was made incrementally – gathering data, adding shuttle routes, charging for parking, creating incentive programs.   Palo Alto can do it – but it will require support and encouragement.

For weekly updates on transportation and housing topics in Palo Alto, see Palo Alto Forward.

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Caltrain corridor updates: San Bruno, Millbrae, Redwood City, Menlo Park, Mountain View

Here are updates on land use and transportation policy decisions in progress in cities along the Peninsula Corridor.  Do you live or work in these places and have information and thoughts? Share ideas in comments. Would you be interested in reporting and blogging? Let us know…

San Bruno Height Limit Ballot Measure

On Tuesday night October 21st at 7:30, the League of Women Voters will moderate a forum on a San Bruno ballot measure to raise the height limit near the Caltrain station and El Camino.   The city has seen minimal change in its downtown area since a ballot measure in the 70s set a 50 foot height limit.  The event will be at 1555 Crystal Springs Road, San Bruno.

Millbrae Station Area Plan

In Millbrae, City Council held a meeting to review the process for the Millbrae Station Area Plan, and comments were due on the Environmental Impact Report on Sunday October 19th. Refresh this page for an update on the meeting and next steps.

San Mateo Downtown Plan

San Mateo is starting a process to update its downtown plan.   The planning process may consider policies to increase housing for all incomes and age levels, policies to reduce vehicle trips, consideration to raise the current height limit, and better integration of the El Camino Real area to downtown.  Next step related to the project will be a review of the city’s draft sustainable Streets plan by City Council on November 3.

Redwood City Community Benefits 

On October 15, Redwood City held a meeting to solicit feedback on the community benefits that developers should help to fund.   Staff’s project plan calls for Council to review a draft Community Benefits Ordinance by March.   Such a plan would not apply to projects that have already been approved.

Update:  at the meeting, community members gathered around four tables and shared ideas about what should be included in the community benefits menu. A variety of ideas included library, arts, affordable housing, “complete streets”, and vehicle trip reduction benefits programs.  There was also a vocal contingent who attended the meeting expressing dissatisfaction with the changes in Redwood City’s downtown, and a desire to halt further change.

For folks not at the meeting, you can also contribute ideas in writing here, including funding for bicycle and pedestrian improvements, vehicle trip reduction benefits, and affordable housing with transit access.

Menlo Park Council requires Stanford project to reduce trips

Menlo Park City Council reviewed a traffic study conducted for a proposed Stanford development at 500 El Camino Real, with 199,500 square feet of  office space, 170 apartment units, and 10,000 square feet of retail space,  would exceed the city’s trip thresholds. The project will be therefore required to conduct an environmental impact report.

City Council members gave guidance that they want to see the excess vehicle trips reduced; approaches mentioned included stronger vehicle trip reduction programs or making the development smaller. However, the guidance to reduce trips would be moot if Measure M passes in November, which would require the Stanford development, and another proposed development on El Camino on the North side of the train station,  to be redesigned.

Proponents of Measure M contend that it will reduce traffic, although evidence shows that offices near transit are the easiest vehicle trips to reduce, and more retail may generate higher traffic.   Click here for material supporting Measure M, and here for material opposing Measure M.

Mountain View Council tones down recommendation for improved jobs/housing balance in San Antonio

On October 7, Mountain View City Council backed off of an earlier goal to improve the jobs/housing balance in the San Antonio Specific Plan area.  Council moved forward with rules allowing about 3000 new jobs and 1245 new homes, and rejected a staff proposal to require phasing of offices and homes. The reasoning is to enable offices near the train station, where people are most likely to take transit.

Instead, Council members  indicated they might be willing to reduce allowed office development in North Bayshore to compensate.  And the large Merlone Geier development was removed from the plan, so its provisions will also be negotiated separately. Council members  Bryant and McAlister opposed the changes, and Council member John Inks did not vote because he owns property in the area.

Update/correction: Council removed the prioritization of public benefits, since it is hard to determine years in advance. They did not remove the public benefits menu.

Next steps are an Environmental Planning Commission review of the plan is set a Nov. 17 meeting, and Council’s final vote is for December 2 – before new City Council candidates would be seated.

 

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Menlo Park Council requires Stanford project on El Camino to reduce trips; moot if Measure M passes

Menlo Park City Council recently reviewed a traffic study conducted for a proposed Stanford development at 500 El Camino Real, with 199,500 square feet of  office space, 170 apartment units, and 10,000 square feet of retail space,  would exceed the city’s trip thresholds. The project will be therefore required to conduct an environmental impact report.

City Council members commented that they want to see the transportation impacts mitigated; approaches mentioned included stronger vehicle trip reduction programs or making the development smaller.  The analysis only took into account 10% reduction in trips taking into account a location on the El Camino corridor, about a half mile from Caltrain. By contrast, a recently approved office project in Sunnyvale, about 1.5 miles shuttle distance from Caltrain, required a 35% trip reduction.  Also, the Menlo Park analysis did not yet take into account reduced vehicle trips if residents or workers walk across the street to the supermarket or the nearby downtown.

However, the City Council guidance for the project to reduce trips would be moot if Measure M passes in November. This ballot measure would maintain the overall limit of of commercial space in the plan area, but would attempt to shift away from general office, to other kinds of office and retail, such as real estate, medical, educational services, product sales, etc.  The amount of general office space in the area near Caltrain, El Camino, and Downtown would be limited to 240,000 square feet, with a maximum of 100,000 square feet per development. If the ballot measure passes, the Stanford development, and another proposed development on El Camino on the North side of the train station, would both need to be redesigned.

Proponents of Measure M contend that it will reduce traffic, although evidence shows that offices near transit are the easiest vehicle trips to reduce, and retail may generate higher traffic.   Click here for material supporting Measure M, and here for material opposing Measure M.

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Cities, developers explain how to reduce traffic, parking at Growth Without Gridlock event in Sunnyvale

Experts including Trudi Ryan, Martin Alkire, City of Mountain View, Jeff Oberdorfer of First Community Housing, and Ann Cheng of TransForm gave presentations and answered questions regarding how cities, commercial and residential developments can add housing and jobs, while reducing the amount of car traffic and parking burden.

Here are slides and video of the event, and a few insights from each presentation.

Trudy Ryan, City of Sunnyvale

Sunnyvale requires trip reduction in areas including Moffett Park, and new plan areas including Peery Park and Lawrence Station Area Plan. They have found that success criteria include location near rail, ongoing transit discounts, parking pricing, and effective marketing.

Jeff Oberdorfer, First Community Housing

First Community Housing builds affordable housing in the Silicon Valley Area. They locate sites near transit and offer transit benefits. This is economically valuable for the developer and for tenants – one structured parking space costs $50,000, and transit passes cost less than $65,000 for all 14 properties in Santa Clara County Combined.

Ann Cheng, TransForm

TransForm’s new parking database shows the amount of parking used for housing developments near transit, that offer transit discounts, in 68 developments. TransForm found that the total cost of empty parking spaces at just 68 locations reached $139 million – and developers, cities, and residents are paying for it.

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City of San Mateo previews Downtown Area Plan initiative

On Thursday, October 9, the City of San Mateo held a stakeholders forum to engage the community and stakeholders before it begins the formal Downtown Area Plan update in mid-2015. Nearly 100 citizens and community members from City Council, commissions, Police Department, downtown businesses, Chamber of Commerce, homeowners’ associations and the County participated in the fun and engaging three-hour long forum at the Peninsula Italian American Social Club.

The event was moderated by City Manager Larry Patterson. Participants were first served dinner, seated at round tables, while discussing what defines downtown. Economic Development Manager Marcus Clarke talked about the transformation that downtown has gone through in the past few years and showed a video of what the public thinks makes Downtown San Mateo special. An eclectic, diverse and walkable place for start-ups and families alike, with more than 150 restaurants and 700 businesses, were a few of the highlights.

What do you like best about Downtown San Mateo?

Chief of Planning Ron Munekawa went on to provide context on the 2009 Downtown Area Plan and how this update will further strengthen opportunities for new mixed-use development and walkability. In addition, the audience was informed that Urban Land Institute will hold a Technical Assistance Panel for downtown to provide expert, multidisciplinary advice to the city on complex land use and real estate issues. Furthermore, once the formal update is initiated in 2015, the City and project consultant M-Group will hold a series of Downtown Future’s forums focused on singular topics, similar to the on-going Taste & Talk series.

After dinner, the participants moved into small group discussions, focused on whether the downtown boundaries need to change, whether new sub-areas should be formed, and what land use and planning issues should be addressed. Highlights from these discussions were the need for extended height limits, opportunity sites for new development, the possibility of moving City Hall downtown, a strong need for downtown housing serving all levels of income and age, desire for outdoor seating (particularly in the movie theater plaza), gateway treatment and real-time parking wayfinding, continued focus on a Park Once-environment with low parking requirements, EV charging and carsharing, the tradeoffs between on-street parking and outdoor dining and/or expanded walking and biking facilities, and the transformation of El Camino Real from a barrier to a natural extension of downtown.

The City Manager wrapped up the evening by informing the audience that all of these issues and opportunities will be discussed in detail through the update process, and that the vision for El Camino Real will be discussed at a November 3 City Council hearing when the San Mateo Sustainable Streets Plan will be presented to the community for the first time.

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Better buses in the South Bay transit network?

At the Mountain View City Council Candidates Forum on Housing and Transportation last week, Council candidates mentioned Caltrain, shuttles, light rail, walking and bicycling as key parts of their vision for improved transportation for Mountain View.

Unfortunately, none of the candidates mentioned the VTA public bus as part of their vision for the future of the city’s transportation system, even though VTA buses carry many riders today. In Mountain View, the El Camino Real bus routes carry about 40% of Caltrain’s ridership, and in Sunnyvale, Caltrain and the 522/22 carry about the same number of riders.   The buses do a better job of handing short trips of 5 miles or less, and will increasingly serve people living on El Camino, as land use plans in Mountain View, Sunnyvale, and the Grand Boulevard initiative are implemented to add housing along the transit route.

All of the Mountain View candidates said they were against VTA’s plan for Bus Rapid Transit with dedicated lanes – even though a preview of VTA’s transportation study has strongly positive results – the dedicated lane version option will speed bus service by 50%, while causing only one intersection to degrade in performance!  The bus service would probably be even better with more frequent north-south connections

This week, there are two meetings in Sunnyvale where you can learn about proposed improvements to the bus network.

* on September 9 at 5:30pm, VTA is hosting a community workshop at Sunnyvale City Hall where they will share the results of a study of proposed improvements to North South routes intersecting with El Camino Real.

* on September 11 at 6pm, TransForm is hosting a panel discussion about VTA’s plans for Bus Rapid Transit along El Camino, at the Sunnyvale Heritage Museum. Click here to learn more and RSVP.

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This week: Mountain View Candidates Forum and Land Use/Transportation Decisions

On Tuesday, September 2, at 6:30pm, come hear Mountain View City Council candidates answer questions and share their views at a Candidates Forum on Housing and Transportation. Mountain View faces key decisions in the coming years regarding land use and transportation. Housing prices are skyrocketing as companies increase hiring and new housing isn’t keeping up; more people are walking, bicycling, and using transit and seeking improvements. There are nine City Council Candidates running for three seats on the council to make these decisions.

The event is co-sponsored by Friends of Caltrain, Community in Action Team (CAT), Safe Mountain View, Greenbelt Alliance, Great Streets Mountain View and Bicycle Exchange.

The event will be held at Rengstorff Community Center Auditorium, 201 S. Rengstorff Ave, Mountain View. Rengstorff Community Center Auditorium, 201 S. Rengstorff Ave, Mountain View. Please email Wendeec@gmail.com by Monday, September 1st, to reserve a childcare space. There is additional space to park your bike in a side yard. Click here if you need to register to vote?

Want to hear about the candidates views on other issues? There are other candidates’ forums coming up as well, click here for information about additional forums.

North Bayshore Precise Plan – Wednesday, September 3

On Wednesday, September 3, 2014 the Mountain View Environmental Planning Commission is scheduled to hold a study session on the North Bayshore Precise Plan, and Council will review the plan on Tuesday, September 9. The Plan has strong transportation goals to reach 45% nondrivealone mode share, and the city has been moving forward on initiatives to achieve the goal, including a transportation management association, and better connections for transit shuttles and bikes.

BUT – the draft Plan calls for 3.4 million square feet of new office space and no housing. The area is expected to bring in over 15,000 new jobs, and Mountain View is planning for less new housing in the entire city. When more jobs are added than housing, housing prices go up, and longtime residents are forced out. The current City Council has decided against housing in North Bayshore – but would a new council change direction?

Local advocates of sustainable land use and transportation are divided on the question of housing in North Bayshore. Mountain View Coalition for Sustainable Planning supports adding housing in North Bayshore to create a neighborhood, so fewer people will need to drive to work. Sierra Club is concerned about the endangered burrowing owls, and fear that residents will bring cats that will pose even greater hazards than the current population of feral cats. What do you think? Share your thoughts on this blog post.

Update: Sierra Club clarifies that they had additional reasons to oppose housing in North Bayshore, including that the initial proposed development was 1100 housing units, not large enough to support neighborhood services, distance from transit (though there is a regular Caltrain shuttle), and sea level rise (which will also impact workplace uses), and the proximity to amphitheater noise.

Sierra Club strongly supports improved jobs/housing balance in Mountain View, just not in North Bayshore.

Update: At the last MV City Council meeting, Google representative John Igoe said in response to a Council member question that they would be willing to support a 5000 unit development which would have better ability to support neighborhood services.

Will El Camino Real Precise Plan include transportation goals?

On Wednesday, August 28, the Mountain View Environmental Planning Commission reviewed the paln and made some helpful recommendations on Transportation and Housing. Unlike other Mountain View Plans, the El Camino Draft Plan doesn’t have any goals or goal-setting process for transportation. With feedback from Friends of Caltrain and Mountain View Coalition for Sustainable Planning, the commission recommended investigating potential goals. Encouragement to Council will be needed to make this happen!

Thanks to support from Greenbelt Alliance, PIA, and other groups, the EPC also recommended an affordable housing goal (which can help reduce driving, and support the needs of lower-income workers and elders.) Another important Council decision will be prioritizing Community Benefits, such as transportation demand management and affordable housing.

Council will need to hear from folk in Mountain View to ensure strong transportation policies. Pencil these dates: Study Session Sept 29, EPC review of plan and EIR, November 13, Council November 18.

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Community benefits to help Redwood City grow into its new skin

Downtown Redwood City is full of cranes and construction gear and streets downtown are bustling, as the city moves forward with the downtown plan approved in 2011.

photo credit: Walking Redwood City

With more people flocking downtown, there isn’t as much room for people to drive, but there are also more opportunities for people to get around without driving.   Investment in public and spaces can fosters social life and nature in the city.

Meanwhile, rising prices driven by the region’s economic growth present challenges for lower income workers and for seniors who rent.  Workers who can’t afford housing often drive from far away, causing traffic and parking problems. A recent study by TransFrom shows that people who live in affordable housing near transit drive much less, which helps reduce greenhouse gas emissions.

To help the city grow and mature into its new form, Redwood City is working on a Community Benefits policy that will use funding from developments to pay for infrastructure and services.  The city is asking for input about what the money should be used for.

According to guidance from city council earlier in the year, potential uses of money include:

  • transportation investments and benefits that can help residents and workers get around without driving (like transit passes, carpool, and carshare programs)
  • streetscape investments that make it safer and more pleasant to walk and bike, and spend time
  • open space improvements that can be enjoyed by residents, workers, and visitors
  • support for affordable housing

Other potential community benefits include “living wage” requirements, local hiring policies, and support for local nonprofits.   The selected community benefits will  ultimately become part of a “menu” which would be updated on a periodic basis.

To share your thoughts about what should go into the menu of community benefits, go online here:

To learn more about housing and affordable housing in Redwood City, there is a City Council and Planning Commission study session on Monday, August 25 at City Hall at 7pm.   The agenda will be here later today.

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Wednesday 8/27: Growth Without Gridlock Panel in Sunnyvale

The economic boom in the area is bringing traffic jams, parking challenges, and fears of worsening problems. Meanwhile, a trend toward cities taking charge of traffic and parking in the Silicon Valley area is picking up speed.

Sunnyvale has been an early leader with the Moffett Park Business and Transportation Association coordinating among participants to reduce vehicle trips in the area. San Jose is moving toward creating a Transportation Management Association (TMA) for the Downtown/Diridon area to reduce vehicle trips. Mountain View is getting its TMA under way for the North Bayshore and Whisman areas, and Palo Alto is moving forward with plans for the downtown and California Avenue areas to reduce trips and parking demand. TransForm is coming out with rich new data showing the effectiveness of transit oriented development practices at reducing parking demand, implemented by developers including First Community Housing and many others.

The panel includes those with expertise about how cities, employers, and residential developments are addressing traffic and parking issues.
Trudi Ryan, City of Sunnyvale
Martin Alkire, City of Mountain View
Jeff Oberdorfer, First Community Housing
Ann Cheng, TransForm

Come and learn whether and how it is possible to have “growth without gridlock”.

Wednesday, August 27
7-8:30 PM
Sunnyvale Heritage Park Museum
570 E. Remington Drive, Sunnyvale
Free. Snacks Provided

Click here to pre-register.

Co-hosted by Friends of Caltrain, the Silicon Valley Leadership Group and Sunnyvale Cool

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