Palo Alto Economic Development Strategies

RECOMMENDATIONS
05 and
ACTIONS
Fix broken pedestrian and cycling
links to increase accessibility to, from,
within commercial districts.
1. Include more signage, wayfinding and bicycle
lane markings along critical bike routes to aid safe
and easy travel to/from shopping districts by
biking and walking.
2. Include mid-block pedestrian crossings and/or
raised traffic tables where desire paths lack safe
crossings and deemed safe to do so.
3. Consider removing free rights at major
intersections to aid in safe intersections for all
modes of transport.
CHAMPION
Office of
Transportation
DISTRICTS
Downtown
Palo Alto
SUPPORT
Public Works
Office of Economic Development
California
Avenue
Neighborhood
Centers
ESTIMATED TIME + COST
Short (5 years)
High (>$100k)
WHY THIS MATTERS
Equitable accessibility by many modes of travel to and from Palo Alto’s retail
districts is critical to capturing local and regional spending. Complete streets, those
that adequately and safely accommodate many modes of travel, often see positive
economic returns. Brooklyn’s Vanderbilt Avenue, for example, saw a doubling in
retail sales in the three years following installation of bicycle lanes and a tree-lined
median, which significantly outperformed borough-wide and city-wide trends,
according to the New York City Department of Transportation’s 2018 study on the
Economic Benefits of Sustainable Streets.
Palo Alto’s bicycle and pedestrian network plays a crucial role within the overall
transportation network in business and district success through its offering as a
reliable alternative in what is a relatively well-knit environment. However, several
areas within the pedestrian and bicycle network are challenged by a lack of
informative and directional signage, markings, and safe crossings. While the bicycle
network is rich with paths that parallel busy streets, some abruptly stop with little or
no signage leading the user to the next protected path. Other times, markings have
faded, or routes are overwhelmed with other infrastructure like on-street parking
and bus lanes making it confusing and potentially unsafe all around. Considerations
for highly visible and separated bicycle lanes/paths as well as appropriately placed
and safe mid-block pedestrian crossings where people intuitively want to cross
along highly traversed roadways are also recommended to be studied and
implemented where deemed safe to do so. In some instances, it may be
advantageous to consider intersection modifications like the removal free-right turns
to increase pedestrian and bicycle safety and desirability as a means of travel.
RESOURCES and HOW IT’S DONE
The Office of Transportation should champion this effort in coordination with the
pending Bicycle and Pedestrian Transportation Plan Update, which will involve a
robust study of the existing network to comprehensively identify all gaps across the
system and viable and timely solutions. The Plan will invite stakeholders to be a
part of the project prioritization process, which will include community-validated
criteria such as safety, connectivity, and level of pedestrian or bicyclist stress.
Regular Plan updates would benefit from the input of the recommended Interagency
Economic Development Committee led by the Office of Economic Development.
Palo Alto’s retail districts should result in more visitation and patronage, overall. A
survey performed a year from implementation of improvements could be
undertaken by either the Office of Transportation or the Office of Economic
Development and shared through the recommended Interagency Development
Committee and disseminated publicly with other performance outcome measures.
BEST PRACTICE: RECLAIMED FREE RIGHT TURNS, SAN
DIEGO, CA
Per San Diego’s Vision Zero goals, shorter walking distances at intersections were
implemented through tighter turn radii and reclaimed free right turns, reducing
pedestrian crossing distances by 65% at some intersections. “In 2019, there was a
modest decrease for combined serious injuries and fatalities compared to 2018, and
2020 showed a further decline, compared to 2019.” (San Diego Vision Zero).
PALO ALTO, CA —————————— ECONOMIC DEVELOPMENT STRATEGIES
Low (