Planning & Transportation Commission - January 29, 2025

Most commissioners leaned toward a 2035 safety target

Most Palo Alto planning commissioners leaned toward 2035 rather than 2040 as the target year for eliminating traffic deaths and serious injuries during a Jan. 29 study session on the draft Safe Streets for All Safety Action Plan. The commission made no formal recommendation and took no vote. Staff will consider the feedback as it revises the plan and accompanying resolution.

The draft, based on 2018-2022 crash data, says 63% of collisions occurred on 4% of Palo Alto streets. Staff said the Safe System plan is intended to anticipate human error, reduce crash severity and help the city qualify for state and federal implementation grants. The plan identifies a high-injury network and seven safety focus areas.

Bart Hechtman preferred 2040 as a more realistic timeline given the time needed for roadway changes. Bryna Chang, Doria Summa and Cari Templeton supported 2035, while Allen Akin leaned toward the earlier date if a target is required. Supporters viewed 2035 as a way to create urgency and encourage budgeting for safety work.

Commissioners also sought a clearer definition of serious injuries, better reporting, more prominent priorities and rapid-response measures, ongoing monitoring and funding, and continued education and enforcement. They asked the plan to address tradeoffs involving travel delays, parking removal, lane reallocation, costs and traffic diversion. Public commenters generally supported the safety goal while requesting stronger cross-department commitments, clearer project timing and more accessible language. Staff said it would revise the terminology to distinguish education from awareness measures.

Palo Alto Link pursues grant as funding runs through June

Palo Alto Link's current funding runs through June 2025, and the city and Via plan to apply for a Measure B grant by the end of February. They expect a decision at the end of May and also plan to pursue other grants and additional community and business funding partners. The commission received the update without taking a vote or other action.

The on-demand service has a monthly budget of roughly $120,000 to $130,000. Stanford Research Park and the city each provide about one-third of the funding, with grants supplying the remaining third. Via reported that ridership grew almost 30% year over year, utilization exceeded three passengers per vehicle hour and the service removed an estimated 19,000 single-occupancy vehicle trips in 2024.

Among survey respondents, 60% identified as minorities, 57% reported annual income below $100,000 and 23% reported a long-term disability. The service offers a $2 low-income fare, wheelchair-accessible vehicles and door-to-door pickups when requested.

Cari Templeton asked for more information about student ridership, rider demographics, funding allocations and how the program compares with subsidized VTA passes. She also raised questions about accessible pickups near daylighted intersections and whether students with disabilities can use the service during school-zone exclusions. Via said those students may be accommodated through the app or by phone and agreed to seek more student-use data in a future survey. One public commenter opposed the current funding and eligibility model, arguing that broad ride subsidies could discourage transit, walking and bicycling and should instead be limited to people with demonstrated financial or physical needs.

VTA plans fare outreach and bus signal-priority work

VTA said it will combine community feedback with operating data to identify priorities for transit signal improvements, guide grant applications and coordinate with cities. The agency is also preparing another round of outreach on fare-payment barriers before a pilot anticipated in summer 2025. The commission took no vote on the presentation.

Routes 22 and 522 are Palo Alto's frequent-network bus routes along El Camino Real. VTA said transit signal priority can extend green lights or shorten red lights for buses, though the work requires coordination with local jurisdictions and Caltrans and can affect side-street traffic. Cari Templeton asked what cooperation the city would need to provide and encouraged outreach to students and school groups.

VTA reported that cash payment takes an average of 12 seconds per boarding and that noncash payment can cut the payment time by more than 90%. Its planned March and April outreach includes 10 focus groups, eight community presentations and as many as 16 pop-up booths. The work will examine potential barriers for seniors, immigrant communities, unhoused riders and people without devices or access to Clipper-card retail locations. Commissioners suggested outreach through schools, Safe Routes to School, Avenidas, the Opportunity Center and Alta Housing, among other groups.

Berm concerns drew comments but no commission action

Residents asked the city to remove a temporary berm and redesign a proposed permanent berm at East Crescent and Southwood, citing disability access, parking, aesthetics and traffic safety. Commenters said the temporary berm had been in place for nearly four years and would obstruct caregiver pickups and drop-offs at a nearby home. They also asserted that California's AB 413 daylighting restrictions would eliminate nearby parking needed for disability access, while one commenter said the berm narrowed the roadway for passing vehicles.

Chair Bryna Chang said the commission could not discuss or decide the issue because it was not on the agenda. She said commissioners could seek staff information about the timeline, Transportation Department actions and the process before the design is finalized. No substantive action was taken, and the meeting record does not establish that the commission issued a formal direction to staff.

Primary sources

Watch the meeting on YouTube · Read the official meeting packet