Palo Alto Economic Development Strategies

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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 (
RECOMMENDATIONS 06 commercial ACTIONS Invest in first and last mile transportation options that increase equitable access to, from, and within districts. 1. Incorporate a micro-mobility (bike and/or scooter share) program that engages all shopping districts and destinations across the City. 2. Participate in advanced regional micro-mobility options. 3. Incentivize e-mobility using local resources. 4. Support and incentivize on-demand transit service and ridership through promotional programming within shopping districts. CHAMPION Office of Transportation DISTRICTS Downtown Palo Alto SUPPORT Office of Economic Development Palo Alto Chamber of Commerce District Management Entities California Avenue Neighborhood Centers ESTIMATED TIME + COST Short (5 years) High (>$100k) Low (
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Page 3 and 4: TABLE OF CONTENTS 01 INTRODUCTION
Page 5 and 6: INTRODUCTION PURPOSE Washington D.C
Page 9 and 10: RETAIL MARKET ASSESSMENT The econom
Page 11 and 12: BUSINESS ENVIRONMENT ASSESSMENT (co
Page 13 and 14: PHYSICAL ASSESSMENT RE-INVESTMENT L
Page 17 and 18: GUIDING PRINCIPLE 1 AT-A-GLANCE STR
Page 19 and 20: GUIDING PRINCIPLE 3 AT-A-GLANCE STR
Page 21 and 22: RECOMMENDATIONS 01 encourage ACTION
Page 23 and 24: RECOMMENDATIONS 01 encourage ACTION
Page 25 and 26: RECOMMENDATIONS 02 and ACTIONS Enco
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Page 37 and 38: RECOMMENDATIONS 09 tenancy ACTIONS
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Palo Alto Economic Development Strategies

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