EXHIBIT 1
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Conditions Report
To City of Mountain View
From Steer
Date October 25, 2023
Existing TDM Conditions Memo
1 Introduction
In order to formalize a city-wide approach to transportation demand management (TDM), the City of Mountain View is developing a TDM Ordinance. The Ordinance will establish regulatory requirements for development projects that meet certain criteria. The forthcoming TDM Ordinance Framework will define principles and procedures needed to seamlessly integrate TDM into the City’s project approval process and will include ongoing TDM monitoring and reporting.
The purpose of this memo is to document the City’s current procedures for imposing TDM requirements, including frameworks and mechanisms (e.g., tools, and documents such as Conditions of Approval and legal agreements) used to implement the City’s current TDM policies. This memo summarizes key feedback received from developers, property managers and employers who have experience with implementing TDM policies as part of the development review process. Feedback was also provided by the Transportation Management Association (TMA) staff and City staff on the process of administering and monitoring TDM requirements. Through this review, the memo identifies key facets of TDM to be considered in the development of the City’s TDM Ordinance. These key considerations are summarized through a strengths, weaknesses, opportunities, and challenges (SWOC) analysis which is presented at the end of this memo.
Overview
While there is no Citywide TDM ordinance in Mountain View at present, there is a notable amount of legislation, policies, plans, and other supporting documents/tools which establish the regulatory foundation for the implementation of TDM in Mountain View, and the current requirements and processes the City has established (see Figure 1 below). These key elements will be described in further detail in the following sections.
The memo is organized as follows:
• Introduction: provides a project overview and outlines the purpose of this memo • Enabling Policies and Plans for TDM: provides a summary of some of the key TDM-related policies and plans that guide how TDM is implemented in the City.
• Existing TDM Implementation: Processes and Requirements: describes how TDM is currently implemented in Mountain View including the relevant processes, analyses, and tools • Inventory of TDM Requirements: provides an inventory of existing TDM requirements in the City, based on project Conditions of Approval
• TDM Stakeholder Input: provides a summary of key findings based on the feedback received from developers, property managers, employers, TMA staff and City staff on existing TDM requirements and processes.
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• Summary and Conclusions: summarizes the key takeaways from this memo in the form of a strengths, weaknesses, opportunities, and challenges (SWOC) analysis. • Next Steps: describes upcoming tasks for the TDM Ordinance project.
Figure 1. Summary of Current TDM-Related Policies, Plans, and Implementation Tools
2 Enabling Policies and Plans for TDM
As shown in figure 1 above, there are five key “layers” of TDM-enabling policy, plans, and implementation tools. The following sections provide a summary of the relevance of these enabling policies and plans to TDM in Mountain View.
State Policy
At the state level, legislation such as AB 32 (Global Warming), SB 375 (Sustainable Communities), AB 2097 (Parking), AB 2206 (Parking Cash Out), SB 330 (Density Bonus), and SB 743 (Vehicle Miles Travelled or VMT) influence how key elements of TDM are implemented at the local level. For example, the Mountain View City Council adopted the City’s vehicle miles travelled (VMT) Policy in 2020 to comply with SB 743, which requires California Environmental Quality Act (CEQA) Lead Agencies to replace Level of Service (LOS) with VMT as the primary measure of assessing transportation-related environmental impacts. The Mountain View VMT Policy requires projects that meet certain criteria to conduct VMT analysis as part of the development review process (during the Formal Planning Review stage, which is described further on page 6) and select a series of VMT reduction measures to potentially reduce the project-generated VMT impacts.
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2030 General Plan
At the citywide level, enabling TDM policy in Mountain View stems from the 2030 General Plan, which forms the foundation for City ordinances, guidelines, and plans. The General Plan has over 10 policies related to TDM (see Attachment 1: TDM Policies in the General Plan) and defines TDM as “strategies designed to reduce vehicle trips and parking demand by offering incentives for using other ways to travel.”1 Mountain View Municipal Code
The municipal code is a published compilation of City ordinances adopted by the City Council. Table 1 below summarizes the municipal code sections that currently govern, or are related to, TDM. As part of the development of the TDM Ordinance Framework, these sections of the code will need to be reviewed to determine areas of alignment or potential misalignment with the proposed recommendations that will be included in the TDM Ordinance Framework. It is important to note that while Zoning does not contain specific TDM standards, many developments are subject to TDM in Zoning Districts outside of Precise Plan boundaries.
Table 1. Summary of TDM-Related Municipal Code Sections Municipal Code Section Title Relation to TDM
Chapter 19 MOTOR VEHICLES
AND TRAFFIC
Article X
Transportation
Demand
Management
Stipulates the City’s implementation of trip reduction and travel demand requirements pursuant to California Government Code Section 65089.3 regarding congestion management.
SEC. 36.32.50 Required number
of parking spaces
Stipulates the City’s vehicle and bicycle parking requirements by land use.
SEC. 36.32.85 Bicycle parking
facilities
Outlines the standards for various bicycle parking facilities including bicycle lockers, cages and end of trip facilities such as showers and changing rooms.
SEC. 36.32.40 Parking required
by precise plans
Stipulates that parking requirements established in compliance with Section 36.50.60 (Precise Plans) of the City’s municipal code shall supersede the provisions of Section 36.32.50 (Required parking spaces).
SEC. 36.32.70 Shared parking
reduction
Establishes the provisions under which parking facilities may be shared by multiple uses.
Greenhouse Gas Reduction Program (GGRP)
The City’s Greenhouse Gas Reduction Program (GGRP) calls for the establishment of a TDM ordinance.
Further, it includes trip reduction targets for new non-residential development located in greenhouse gas (GHG) reduction strategy areas, as shown in Table 2. Measure T-1.1: Transportation Demand Management in the GGRP includes the following statements related to the TDM ordinance: 2 • By 2014, the City will adopt a TDM ordinance that requires all new non-residential development, generating 50 employees or more, to reduce home-based, drive-alone peak hour commute trips. • The ordinance will establish TDM performance reporting requirements, procedures, and funding mechanisms.
1 City of Mountain View (2012). 2030 General Plan. Retrieved from https://www.mountainview.gov/home/showpublisheddocument/6469/638214115708670000 2 City of Mountain View. (2012). Greenhouse Gas Reduction Program. Retrieved from:
https://www.mountainview.gov/home/showpublisheddocument/6469/638214115708670000 4 of 82
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• The performance standards vary depending on the location of development within the City and the anticipated feasibility of TDM measure implementation.
• At the time of project review, all subject development will submit to the City a qualified Transportation Demand Management Plan that demonstrates compliance with the required TDM performance standard. • Post construction, subject businesses will be required to submit to the City an annual TDM Performance Report that identifies TDM measures implemented and the impact of the measures on their employees’ drive-alone peak hour commute trips.
Table 2. GGRP Trip Reduction Targets by District3
District Page No. Description
North Bayshore 4-26 13% peak hour drive-alone commute trip reduction Whisman/Pioneer 4-26 9% peak hour drive-alone commute trip reduction El Camino Real/San Antonio 4-26 4% peak hour drive-alone commute trip reduction Downtown 4-26 8% peak hour drive-alone commute trip reduction Remainder of City 4-26 3% peak hour drive-alone commute trip reduction GGRP implementation is overseen by the City’s Sustainability Team, which is not involved in project review for proposed developments. As a result, vehicle trip reduction targets may vary from GGRP requirements when developing TDM Conditions of Approval (CoAs).
Sustainability Action Plan 4 (SAP-4)
Sustainability Action Plan 4 (SAP-4) was adopted by City Council in 2019 and includes a suite of actions that collectively represent the City’s best path to reduce emissions as quickly as possible. The Plan places a focus on transportation and natural gas emissions and serves as the City’s continued road map for strategic investment in sustainability. It also specifies that the City’s GHG reduction strategy related to transportation focuses on4:
• Reducing the total VMT by encouraging a shift to walking, biking, transit, carpooling, and other alternatives to driving alone
• Encouraging drivers to switch to electric vehicles.
Precise Plans
In Mountain View, Precise Plans are developed for specific areas in the city and adopted by City Council for the purpose of implementing the General Plan’s goals and policies for the identified Change Areas.5 The City has 25 Precise Plans, of which several address General Plan Change Areas and include specific TDM requirements such as:
3 Ibid.
4 City of Mountain View. (2019). Council Report: Sustainability Action Plan 4. Retrieved from https://ehq-production-us- california.s3.us-west-
1.amazonaws.com/5c86e619ea132407461131efe30b9469536ecb85/documents/attachments/000/006/610/original/SAP_4_Counci l_Report.pdf?X-Amz-Algorithm=AWS4-HMAC-SHA256&X-Amz-Credential=AKIA4KKNQAKICO37GBEP%2F20230817%2Fus-west- 1%2Fs3%2Faws4_request&X-Amz-Date=20230817T201549Z&X-Amz-Expires=300&X-Amz-SignedHeaders=host&X-Amz- Signature=328c5c1639d9d057a35f30867fbabefa93e7271cbf14896bd4c7c8692041325d 5 City of Mountain View. (n.d.). Precise Plans. Retrieved from https://www.mountainview.gov/our-city/departments/community- development/planning/regulations/precise-plans?locale=en 5 of 82
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• who is required to comply (i.e., TDM thresholds and applicability); and • what is required (e.g., specific TDM measures they must implement and/or performance standards they must meet).
The following Precise Plans contain TDM policies and standards:
• East Whisman
• North Bayshore
• San Antonio
• El Camino Real
• Downtown
In terms of implementation, Precise Plans and Master Plans (described in the following section) come under the purview of the City’s Community Development Department (CDD) which is responsible for the review of development and building activity in the city. As a result, the TDM-related requirements they contain are generally well reflected in project CoAs. Attachment 2: TDM Requirements by Precise Plan Area summarizes the TDM policies and standards contained in the Precise Plans listed above.
Master Plans
Master Plans are frameworks used in conjunction with Precise Plans to establish the governing parameters for the design intent and application of development standards and guidelines for future zoning applications.
While master plans include guidelines that support multimodal travel, the North Bayshore and Middlefield Park master plans identified specific TDM requirements as part of the development agreement process approved by City Council. The TDM Plans for the North Bayshore Master Plan and Middlefield Park Master Plan can be found in Attachment 3: North Bayshore and Middlefield Park Master Plan TDM Requirements.
3 Existing TDM Implementation: Processes & Requirements TDM in the Development Review Process
Figure 2 below summarizes the key TDM-related steps used so far in the development project review process and post-occupancy, specifically those with which project applicants are required to comply. 6 of 82
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Figure 2. Key TDM-Related Steps in Development Review Process and Post-Occupancy
During the Informal Project Planning Review stage, applicants are required to complete an Informal Application Checklist6, which includes two key TDM-related documents: an initial parking layout and circulation plan as well as a Transportation Information Worksheet7 (TIW). As part of the TIW, the applicant is required to attach their proposed TDM Plan (if available), but at a minimum must list their proposed TDM measures. During the Formal Project Planning Review stage, project applicants and City staff often work together iteratively to refine key components of a proposed project and associated TDM requirements. As part of the Formal Planning application submittal checklist, the applicant is required to submit a refined parking layout and circulation plan, a refined TDM Plan (this time as a standalone document and not as part of
6 City of Mountain View. (2021). Required Informal Application Checklist. Retrieved from https://www.mountainview.gov/home/showpublisheddocument/2356/637957368253530000 7 City of Mountain View. (2020). Transportation Information Worksheet. Retrieved from https://www.mountainview.gov/home/showpublisheddocument/2404/637957368645300000
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the TIW) and any project-specific studies such as a Transportation Impact Analysis, VMT Analysis and/or Multi-modal Transportation Analysis (MTA), and Parking Studies. Such VMT and MTA analyses are conducted by the City Staff independently in 99% of development applications.
Key Findings
• During Informal Planning Review, applicants are required to submit their proposed TDM Plan (if available), but at a minimum must list their proposed TDM measures.
• During Formal Planning Review, applicants and City staff often work together iteratively to refine key components of a proposed project, the associated TDM requirements and any project -specific studies such as VMT Analysis and/or Multi-modal Transportation Analysis, and Parking Studies.
Multi-modal Transportation Analyses (MTA)
The City’s Multimodal Transportation Analysis (MTA) Handbook defines multimodal transportation analysis as “a process of assessing transportation operational effects of a development project or plan, and identifying specific adverse effects relevant to the scope and size of the project. Any transportation improvements identified to address adverse effects will be included as Conditions of Approval. An MTA, therefore, establishes a nexus between project operational effects and proposed improvements.”8 The MTA Handbook establishes a standardized technical approach to undertaking transportation analysis for projects in Mountain View. As a member agency of the Santa Clara County’s Congestion Management Program (CMP), the City is required to abide by CMP requirements for evaluating the transportation effects of land use decisions on the designated CMP roadway network. The following projects are required to prepare an MTA:
• All projects expected to generate roughly 20 net new peak hour trips or greater; • Projects that propose a change in land use;
• Projects located in the downtown or a Precise Plan area; • Land use entitlements requiring discretionary approval by the City of Mountain View, including:
annexations, general plan amendments, new or amended precise plans, zoning changes, conditional use permits introducing new or enlarged business operations, and tentative maps; and • Other projects determined by the Director of Public Works or their designee.
The MTA process is initiated upon applicant submittal of a formal project planning application; at this stage the City screens the project to assess the appropriate level of MTA analysis needed, and whether or not VMT analysis is required in conjunction with the project’s CEQA determination. A consultant is then hired by the City to scope and undertake the MTA prior to the project hearing or final decision. MTA requirements for projects of different sizes are summarized below and shown in Figure 3:
• Small projects generate roughly 20 to 49 peak-hour trips and require VMT analysis plus a small project MTA;
• Medium projects generate roughly 50 to 99 peak-hour trips and require VMT analysis plus a Medium Project MTA;
• Large projects generate roughly 100 to 399 peak-hour trips and require VMT analysis plus a Large Project MTA, including TDM and CMP analysis; and
8 City of Mountain View. (2021). Multi-Modal Transportation Analysis Handbook. Retrieved from https://www.mountainview.gov/home/showpublisheddocument/2322/637957259243370000 8 of 82
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• Very large projects generate roughly 400 or more peak-hour trips and require VMT analysis plus Land Use MTA, including TDM and CMP analysis.
Figure 3. Transportation Analysis Requirements by Project Size (source: Adapted from City of Mountain View Multimodal Transportation Analysis Handbook9)
MTAs were introduced with the shift from LOS to VMT, which afforded the opportunity for a more holistic and integrated approach to transportation analysis. However, at present, the MTA reports are still dominated by analysis of LOS. Since MTAs are triggered at the beginning of the planning process, they have potential to shape development design. However, given review streamlining requirements, it can be difficult to complete analysis quickly enough to affect project CoAs.
Section 4.12 of the MTA Handbook discusses the importance of TDM in reducing project-related vehicle trips.
The Handbook states, “Some of the TDM measures may overlap with CEQA transportation mitigation measures.”10 Further, it notes that the most impactful and successful approaches to TDM include a combination of a range of strategies in order to achieve objectives such as VMT mitigation and parking reduction compliance. The MTA Handbook lists the following TDM measures:
• TMA membership;
• Pedestrian-oriented design elements such as shortened pedestrian crossings, wide sidewalks, and street trees;
• Bicycle-friendly facilities and environments, including trail or bikeway improvements, secure bike storage areas, and showers;
• Public transit strategies such as improvements to stop or station infrastructure, universal transit passes, transit pass subsidies, and first-/last mile options;
9 City of Mountain View. (2021). Multi-Modal Transportation Analysis Handbook. Retrieved from https://www.mountainview.gov/home/showpublisheddocument/2322/637957259243370000 10 Ibid.
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• Shared mobility options such as bike share, car share, and carpool; • TDM coordination strategies, including information, education programs, encouragement events, and emergency ride home;
• Flex-time schedules and work-from-home programs; and
• Commuter subsidies, peak-hour congestion pricing, parking cash-out, and unbundled parking.
In terms of administration, MTAs come under the purview of the City’s Transportation and Traffic teams which are in two different divisions within Public Works. As a result, there is an additional level of staff coordination effort needed in the administration of the MTAs.
In subsequent phases of the City’s TDM Ordinance project, the Ordinance framework will seek to achieve standard application of TDM measures citywide to address previous non-uniform application of TDM requirements.
Key Findings
• MTAs are triggered at the beginning of the planning process and have the potential to shape development design.
However, given review streamlining requirements, it can be difficult to complete analysis quickly enough to affect project CoAs.
• MTAs were introduced with the shift from LOS to VMT, affording the opportunity for a more holistic and integrated approach to transportation analysis. However, MTA reports are currently still dominated by analysis of LOS.
VMT Analysis
In order to meet the requirements of SB 743 and CEQA, as reflected in Mountain View City Council Resolution 18484, projects must conduct VMT analysis if they do not meet the following screening criteria: small project screening, low VMT/map-based screening, proximity to transit screening or affordable housing screening.
The majority of projects in Mountain View that require VMT analysis use one of two methods for assessing project VMT:
• Santa Clara Countywide VMT Evaluation Tool
• Travel Demand Model (typically for large land use plans, very large projects, and projects that exceed the residential or office size measurable by the VMT tool, projects that may shift travel patterns, and projects in areas where the average VMT has not been determined in Mountain View).
The Santa Clara Countywide VMT Evaluation Tool (SCC VMT Evaluation Tool) is a web-based tool for a baseline VMT screening evaluation tool for small- to medium-sized residential, office, and industrial land use projects in Santa Clara County. The tool is capable of evaluating these land uses individually, in combination with each other, and with or without local-serving retail.
The SCC VMT Evaluation Tool is intended for a variety of users, including City and County staff, transportation and environmental consultants, land developers and developers’ representatives. It may also be used by advocacy organizations, citizen groups and members of the public interested in a particular project or site.
The SCC VMT evaluation tool consists of three modules:
• VMT Screening – used to determine if the project site is within a low VMT generating area and/or in proximity to transit;
• Project-Generated VMT – used to estimate the ‘starting point’ VMT generated from the project, which is expressed as a VMT rate (VMT per resident/employee); and 10 of 82
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• VMT reductions – used to select a series of VMT reduction measures to potentially reduce the project-generated VMT. In order to quantify how much VMT would be reduced from each strategy, the tool uses data from the California Air Pollution Control Officers Association (CAPCOA).
There are four primary steps involved in running the VMT evaluation tool, which are summarized in Figure 4 below.
Figure 4. SCC VMT Evaluation Tool Overview (source: Valley Transportation Authority VMT Evaluation Tool FAQs11)
To mitigate their VMT impacts, applicants commit to provision of VMT reduction strategies, including TDM strategies. These strategies are then reflected in the CoAs as the site's TDM requirements (as described further on page 11).
The effectiveness of TDM measures, as defined in the tool, is partially a function of the underlying neighborhood type. However, the neighborhood type is based on a study from the early 2000s when the North Bayshore District was classified as "Rural." As a result, the model often returns an "unmitigable" result for many TDM strategies in the North Bayshore, despite the fact that companies are already achieving strong TDM results in the area.
For very large projects and projects that exceed the residential or office size measurable by the SCC VMT tool, are located in areas where the average VMT has not been determined in Mountain View or may shift travel patterns, the Travel Demand Model is typically used. The model outputs provide a baseline understanding of areawide travel demand, which are layered onto the project-level analysis of whether a project will be able to meet its TDM Performance Standards.
The TDM Ordinance project is analyzing a number of VMT calculators to estimate the level of effectiveness of TDM measures at shifting mode share. In addition to VMT analysis, applicants and developers are required to submit parking studies to review how the proposed parking supply may influence travel behavior and trip demand.
Key Facts
• The Santa Clara Countywide VMT Evaluation Tool (SCC VMT Evaluation Tool) is a web -based tool to help users conduct a baseline VMT screening evaluation for small- to medium-sized residential, office, and industrial land use projects in Santa Clara County.
11 Valley Transportation Authority (VTA). (2021). Santa Clara Countywide VMT Evaluation Tool – Version 2: Frequently Asked Questions (FAQs). Retrieved from https://www.vta.org/sites/default/files/2022-01/SCCVMTEvaluationToolv2_FAQs_2021-12-28_FINAL.pdf
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• The SCC VMT Evaluation Tool consists of three modules: VMT screening, project -generated VMT, and VMT reductions (including TDM strategies).
• The effectiveness of TDM measures (as defined by the SCC VMT Evaluation Tool) is partially a function of the underlying neighborhood type. However, the neighborhood type is based on a study from the early 2000s, so some more recent changes in land use are not accounted for. • The Travel Demand Model is typically used for large land use plans, very large projects, projects that exceed the residential or office size measurable by the SCC VMT tool, projects that may shift travel patterns, and projects in areas where the average VMT has not been determined in Mountain View.
Parking Studies
Parking Studies are typically submitted by applicants during the development project application review stage and are one of the project-specific studies that may be required for application submission to the City.
Applicants hire a technical consultant to prepare the study in order to estimate whether the project’s proposed parking supply are expected to meet the projected demand. These studies take into consideration a range of factors such as the project location (e.g., whether it is close to transit), City’s minimum and/or maximum parking requirements (Mountain View Municipal Code SEC. 36.32.50), whether the applicant has prepared a TDM plan.
Applicants have opportunities to utilize TDM to reduce the number of spaces they're required to build (which per SB 330 offers a 10% reduction in required parking spaces) or committing to pricing their parking (which would impact their demand calculations). However, applicants don't always take advantage of these options and often design parking plans around minimums, with the assumption that parking is free. Further details on how SB 330 interacts with TDM requirements is provided in Attachment 4: Implications of Relevant New Regulation on TDM Requirements. Examples of parking studies include components such as those listed in Attachment 5: Parking Study Components.
Key Findings
• Parking Studies are typically submitted by applicants during the development review process and help determine whether the project’s proposed parking supply is expected to meet the projected demand. • These studies take into consideration the City’s minimum and/or maximum parking requirements, whether the applicant has prepared a TDM plan, and the development’s location al context.
Site-Specific TDM Requirements
TDM Conditions of Approval (CoAs)
The City issues CoAs which provide documentation of the specific requirements that the project must meet as part of the building permitting and project approval process facilitated by the Zoning Administrator, Environmental Planning Commission and City Council. The CoAs include stipulations on a range of topics in addition to TDM such as site development and building design, green building standards, access and circulation, and fees.
The CoAs include standardized sections on the project’s TDM-related requirements which define the proposed improvements aimed at addressing adverse transportation effects caused by proposed development. These standardized sections include:
• Transportation Demand Management Program - specific TDM measures that must be implemented by the project;
• Modified Transportation Demand Management Program - provisions for the TDM measures to be adjusted provided that all stipulated parties are signatories to such program modifications; and 12 of 82
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• Transportation Demand Management Monitoring - TDM Performance Standards, annual TDM monitoring and reporting requirements and penalties for non-compliance. TDM Performance Standards include trip caps, trip reduction targets and SOV targets. Non-compliance is defined as not achieving the agreed trip reduction targets by the second year of annual reporting and/or not submitting the Annual Report by the specified deadline.
The TDM requirements contained in the CoAs are influenced by TDM standards contained in:
• The GGRP
• Precise Plans
• Master Plans
In the event that a project is not located within a Precise Plan area, the TDM requirements in the CoAs are informed by TDM standards contained in comparable TDM Precise Plan areas or other comparable recently approved projects.
A matrix of existing TDM CoAs is provided in Attachment 6: Inventory of Existing TDM Requirements. As shown in Attachment 6, required TDM measures vary across projects and typically align with relevant VMT reduction strategies selected during the project entitlement process in consultation with City staff. Some variation in TDM measures between projects is expected to reflect a project’s context and characteristics (e.g., the land uses, project size and trip-generation assumptions), and the applicant’s voluntary efforts to achieve higher VMT reductions. While TDM Performance standards may vary across existing projects, the goal of the TDM Ordinance Framework will be to deliver more consistent standards for developers.
Key Findings
• The structure of existing TDM CoAs are generally similar; however, there is variability in key elements such as TDM Performance Standard metrics and the application of non -compliance penalties. • In the event that a project is not located within a Precise Plan area, the TDM CoAs are informed by standards contained in comparable TDM Precise Plan areas, as well as recently approved projects of similar characteristics.
TDM Agreements
Following issuance of permits (and typically during the occupancy stage), TDM Agreements are required to be signed between the property owner/occupant and the City. These agreements are standardized legal instruments which memorialize the TDM requirements included in the property’s CoAs, ensuring that the owner/occupant understands and is aware of their obligations to communicate the requirements to final tenants. Currently, TDM Agreements must be signed by the City Manager, Community Development Director, City Attorney and the Applicant. Any revisions to the TDM Agreement must also be signed by the aforementioned individuals. It is worth noting that some TDM Agreements, but not all, include language requiring that the Agreement be recorded on title for the property. In such instances, the TDM requirements would run with the land and would not be affected by a change in ownership. However, for the TDM Agreements which do not include this as a requirement, there is a risk that TDM requirements may not transition over during a change in tenure.
Key Findings
• Revisions to existing TDM Agreements cannot be approved at the staff level but must be signed by the City Manager, Community Development Director, City Attorney and the Applicant. • The majority of existing TDM Agreements do not address instances of a change in tenure. 13 of 82
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Annual TDM Reports
Post-occupancy, and to support the tracking of site- and master plan-level TDM implementation across the city, property owners/occupants are required to submit Annual TDM Reports, which are generally due one year following the receipt of the Certificate of Occupancy (C/O). The aim of annual TDM monitoring is to describe the status of the TDM measures in order to ensure compliance with the TDM requirements stipulated in the property’s CoAs and TDM Agreement.
Annual Reports describe the site/master plan area conditions, demonstrate compliance with TDM requirements, including implementation of TDM measures and whether the site/master plan area was able to achieve the required TDM Performance Standards. Currently, the Annual TDM Reports are required to be prepared by consultants for the property owners/occupants. The City’s Annual TDM Report Template includes the following elements:
• Description of the site/ Master Plan area;
• Summary of reporting requirements and the existing site-level TDM program; • Results from an employee commute survey;
• Observed driveway counts; and
• Final determination of compliance with trip reduction targets, trip cap, and mode share goal.
However, at present, the City does not have standardized Annual TDM Report content requirements.
Examples of the annual monitoring deliverables received by the City over the last five years include memorandums, summaries and slide decks (see Attachment 7: Inventory of Annual TDM Reports). Some of the deliverables include information ranging from existing site conditions, data collection and analysis, employee surveys, and visual tools to understand the spatial relationships of employment centers with the surrounding areas. Varying reporting methods include listing TDM strategies and employee benefits, employer commute surveys, driveway counts, and data collection on employee commute habits in a given time period. The inconsistency in monitoring deliverables submitted to the City may add administrative staff time to review reports. This also impacts the quality of data that the City receives as methodologies are not comparable across project sites.
The deadlines for TDM Annual Reports are typically based on the date of project entitlement or on the first of December, one year following project entitlement. For a large share of past projects, the deadlines for Annual TDM Reports are not standardized.
Key Findings
• In lieu of guidelines for TDM Reporting, the City has provided property owners/occupants with a sample template to help serve as a reference guide for annual TDM monitoring and reporting. • At present, Annual TDM Reports submitted by property owners/occupants are not standardized in terms of their content and level of detail.
• Deadlines for Annual TDM Reports are not standardized across the city.
Non-Compliance Penalties
If TDM Performance Standards are not met in the first year of reporting, property owners must work with the City to revise the property’s TDM Plan. If the property is still not able to meet its TDM Performance Standard in the second year that the site is implementing its TDM program, the City may assess a penalty for non- compliance, the amount of which is stipulated in the property’s TDM CoAs. It is worth noting that non- compliance penalties are the responsibility of the property owner. The non-compliance penalties stipulated in existing CoAs are summarized in Attachment 6. The current TDM CoAs include language that allows for staff discretion in considering whether the property owner has made a good-faith effort to meet their Performance 14 of 82
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Standards and will determine whether to impose the TDM penalty. To date, no properties in the City have been issued non-compliance penalties.
Key Findings
• The City currently experiences a low compliance rate with its post -occupancy TDM reporting requirements. The low compliance may be due to:
o The lack of enforcement mechanisms and monitoring procedures to effectively enforce TDM requirements; and/or
o Difficulty with maintaining on-site contact information after property sales/leases. • To date, no properties in the City have been issued non-compliance penalties.
District-Level Requirements
North Bayshore Semiannual Trip-Cap Monitoring Program
Unlike TDM requirements imposed in other parts of the City, the North Bayshore Precise Plan established trip caps at the gateways into the District along with a person mode share target of no more than 45% SOV (of all person trips). The trip cap is one of the City’s three TDM Performance Standards commonly intended to manage congestion in Mountain View. If the North Bayshore exceeds the trip caps for two consecutive data reporting periods, the North Bayshore Precise Plan indicates that “the City will not grant any new building permits for net new square footage in the Precise Plan area until the number of peak hour vehicle trips is reduced below the trip cap.” Under the Precise Plan, Council “may direct that a congestion pricing system be implemented” if employer TDM programs and the district trip cap do not reduce the number of vehicle trips to less than the established AM peak period vehicle trip cap.12 The withholding of new building permits lacks gradation to encourage course correction over time and is significantly more stringent than TDM-related penalties in other areas of the city. Additionally, congestion pricing is a cutting-edge measure which would require Council approval, so while it may be a solution for addressing congestion in the long term, the prospect of congestion pricing may not be useful in encouraging a shift to lower VMT in the nearer-term.
4 Inventory of TDM Requirements
This section provides an inventory of TDM services and amenities required under the City’s current TDM CoAs. As shown in Figure 55 and Attachment 6, at least 27 entitled development projects have TDM requirements as part of their CoAs. The majority of these projects are concentrated within the City’s Precise Plan areas.
Most of these sites are office or commercial developments (44%), mixed use developments (19%) or master plan developments with a mix of land uses (7%). A smaller share of sites with TDM requirements are multi- family residential properties (19%), and the remainder are hotel (7%), and medical facilities (4%).
Required TDM measures and standards for these projects typically include the following:
• Bikeshare programs
12 City of Mountain View. (2017). North Bayshore Precise Plan. Retrieved from https://www.mountainview.gov/home/showpublisheddocument/4406/638214110650830000 15 of 82
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• Carshare programs
• Flexible work/telecommuting
• Priority vanpool/carpool parking
• Shuttle service
• TMA membership
• Transit subsidies/passes
• Trip reduction target
• SOV mode share target
Figure 5 displays the most common TDM measures that are required. The map indicates the project address, the year of its CoA, required TDM measures, and TDM performance standard.
TMA membership is the mostly commonly required TDM measure, with 89% of projects having this stipulated in their CoAs. The projects that do not have TMA membership as a requirement are generally smaller mixed- use projects of less than 11,000 square feet and are located either in the Downtown or are not within a Precise Plan area.
Sixty-three percent of projects are required to provide some type of transit benefit (e.g., a subsidy or monthly pass) to occupants. This is a measure required in a range of project types and sizes, from multi-family residential projects to master planned communities. These projects are located in various Precise Plan areas including East Whisman, South Whisman, San Antonio, Downtown, North Bayshore, and El Camino Real.
The provision of bikeshare or shared bikes is stipulated for 48% of the 27 entitled projects. The majority of these projects are office developments ranging in size from just under 11,500 square feet to master planned communities with over 3 million square feet of office and retail space.
Flexible work and telecommuting is a requirement for 48% of projects, all of which are either office, hotel, or mixed-use projects with an office component. Most of these projects (77%) are located in the North Bayshore Precise Plan area.
Thirty-seven percent of projects are required to provide shuttle services. The majority (70%) of these projects are located in the North Bayshore Precise Plan area and include office, mixed-use, hotel and master planned developments.
Priority vanpool/carpool parking is required for 33% of the projects, the majority (78%) of which are located in the North Bayshore. Most of these projects are either office or mixed-use developments.
Nineteen percent of projects are required to provide on-site carshare. These projects are mixed-use, office or multifamily residential developments, two of which are in the San Antonio precise plan area and within 0.3 miles of each other.
In terms of TDM performance standards, the majority (81%) have a peak-hour trip reduction target, with the remainder having a peak-period or SOV mode share target.
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Figure 5. Inventory of TDM Requirements for Recent Developments in Mountain View
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5 TDM Stakeholder Input
During Summer of 2023, City staff conducted 14 stakeholder interviews with various key groups including developers, employers, property managers, TMA staff and City staff to better understand the key TDM theme areas currently in Mountain View.
Key Theme Areas
Existing theme areas as reported by stakeholders are summarized below and will help inform potential recommendations for the TDM Ordinance Framework.
Increased Single Occupant Vehicle (SOV) Mode Share During the Pandemic • Employers indicated that changes in work schedules during the pandemic were associated with an increase in single occupant vehicle (SOV) trips to work, which has continued post-pandemic. This increased driving rate increases parking demand on days when employees are required to be on-site. • Employers also noted variability in trips and parking demand based on hybrid versus mandatory in- person work models.
• Some employers expressed concern that the increased SOV mode share will make it challenging to stay within their trip cap when more employees return to working on-site. • Employers observed an increase in the number of EVs and demand for charging infrastructure on-site.
While EVs are beneficial from a GHG emissions perspective, they contribute to increased trip generation, parking demand and safety concerns since EVs are heavier than other vehicles and drivers are able to travel in HOV lanes, which may discourage mode switching to other alternative transportation options.
Difficulties in Developing TDM Plans or Programs
• Developers indicated that it is difficult to determine appropriate parking ratios, particularly for affordable housing projects, due to a lack of robust data on parking demand for such projects. • Employers expressed uncertainty regarding long-term office operation trends in the context of post- pandemic hybrid work environment, which makes it hard to determine which TDM programs and services will be most appealing and utilized for those who commute to the office.
Concerns regarding Multi-modal Transportation Options
• Employers indicated that staff have expressed lingering concerns regarding public health and riding transit post-pandemic. Despite the statistically higher safety benefits of transit relative to driving, employees have also expressed concerns about public safety on transit. • Some property managers noted that public transit options are not always convenient or time-efficient due to low service frequencies and a lack of direct connections to desired destinations. • School-related traffic is a significant concern for some sites, specifically affordable housing sites in residential areas.
Staffing for TDM Programs and Monitoring
• Larger developers and employers indicated the need to work with consultants to navigate and comply with City TDM requirements.
• Some property managers and employers indicated that the costs associated with TDM requirements were burdensome, particularly for ongoing operating costs that had not been factored into corporate programs. One developer-property manager indicated that there is typically budget for site amenities such as bike parking that are implemented during construction, but ongoing operational services such as a shuttle or bikeshare are more difficult to account for in uncertain annual operating budgets. 18 of 82
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• Smaller property managers expressed that they’d appreciate more support for strategies to pool resources in order to implement TDM at smaller sites.
• Some smaller employers noted that it has been challenging to staff TDM programs and indicated that they would benefit from guidance or information-sharing on finding the right talent. • Other small properties indicated that they could not afford to hire a dedicated TDM coordinator, so this task becomes part of an administrative staff member’s duties.
Familiarity with the Current TDM Process
• Developers and employers indicated that they could benefit from additional guidance and resources to help them successfully comply with TDM requirements. For example, they would like information on how to prepare a TDM Plan or annual monitoring report, and who to contact with questions. • Smaller property managers were unfamiliar with TDM as a concept, so introductory materials and resources would be helpful.
• In general, the list of TDM measures required by the City include a larger number of strategies that are suited more specifically for employers or commercial developments (in comparison to residential), such as flexible work / telecommute programs, guaranteed ride home program, parking cash-out, and shuttle services. Respondents were less familiar with TDM strategies suitable for residential and other land uses.
Predictability and Flexibility in the Current TDM Process • Employers and developers noted that the current TDM process could benefit from increased standardization of TDM requirements, which would increase predictability during the entitlement process.
• Notwithstanding the above, some property manager or employers felt that the TDM process was too inflexible and prescriptive, and they requested an outcome-based approach with a TDM menu of options from which to select in order to achieve that outcome. • Property managers and employers also felt there was a need for more information on how to change TDM programs if the initial offerings are no longer available or effective. For example, some TDM CoAs require properties to participate in the VTA EcoPass program, which is no longer available and has been replaced by the SmartPass program.
• It was unclear what TDM requirements were required of certain land uses that were not addressed in SB 743. For example, TDM strategies for hotels, medical facilities and schools have been determined on a case-by-case basis and are not documented in a single location. Additionally, GGRP serves as the basis for trip reduction targets citywide, which Precise Plans use to set TDM requirements. For projects outside of precise plan areas, a site-specific approach was used to determine the necessary TDM strategies—either by drawing on similar precise plans or projects of similar characteristics.
Delivery and Uptake of TDM Strategies
• Developers, property managers and employers displayed varying levels of understanding on uptake of the TDM services they are offering. Some collect robust data on utilization levels while others do not.
This impacts knowledge regarding which TDM measures are desirable, and consequentially can affect investment decisions on which strategies to prioritize for particular contexts and audiences. • Some TDM strategies require buy in and commitment from a third-party provider such as carshare or bikeshare providers, who select locations based on their own commercial considerations. • A number of larger developers addressed the uncertainty of engaging third-party vendors for TDM services by directly providing equivalent programs such as loaner bikes. 19 of 82
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• Several respondents indicated that some projects are required to join the TMA but are not able to benefit from TMA services because there is no shuttle stop close to the project site and the TMA does not deliver other TDM services.
• Residential developers indicated that TDM requirements are very difficult to maintain with for-sale properties relative to rental properties.
TDM Metrics
• Developers indicated that trip caps are outcome-based metrics, but that it can be difficult to understand and assess future compliance, particularly in situations where the ultimate occupant has not been identified.
• Some employers and property managers noted that it is difficult to accurately determine their share of driveway counts in instances where there are multiple entities or tenants sharing a single driveway.
TDM Monitoring & Reporting
• Some employers indicated that it was challenging to obtain adequate response rates on the employee commute surveys, which also makes it challenging to achieve the required TDM Performance Standards. Every non-response to the employee survey is considered a drive-alone trip. • While the City has been successful at establishing TDM requirements at the outset of a new development, ongoing monitoring and reporting prove challenging due to a lack of enforcement mechanisms. Tenant turnover and lack of efficient tools for staff to accurately track and follow up with subject sites will also be addressed in the TDM Ordinance Framework project phase. • Some employers/property managers felt there was a need for further clarification on methodologies for conducting data collection and analysis associated with annual TDM monitoring and reporting.
Stakeholder Suggestions
Based on these key issue areas, a number of suggestions were shared by stakeholders. These suggestions will be considered when developing the TDM Ordinance Framework.
Pooling Resources for TDM Implementation
• There is significant interest amongst employers and developers to be able to pool resources and partner with each other, the City and the TMA to ensure services are not duplicated (e.g., shuttle sharing amongst employers with services that are also open to the public to ensure efficient route utilization and lower costs per passenger – current demand is low and this is in large part due to the fact that employees live far away and are spread out across the region). • There is an opportunity to support smaller employers in providing TDM services or programming (potentially through the TMA) so that they can also benefit from shared services and the forum for knowledge-sharing.
• There is interest from the TMA in exploring how they can better support projects that must comply with TDM requirements both in terms of implementation and monitoring. For example, the TDM Ordinance Framework may explore how the TMA could potentially provide the required services/programming citywide, and then the developers/employers would primarily be responsible for the on-site amenities such as bike lockers and end of trip facilities. There may also be an opportunity for the TMA to support projects when preparing their Annual TDM Compliance Reports. 20 of 82
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Equity, Flexibility and Predictability of TDM Implementation • Stakeholders emphasized the need for an equitable approach, noting that new development should not be the only ones implementing TDM measures and it is important for everyone to play some role in advancing TDM and to have visibility into what others are required to do. • There is interest from stakeholders to have greater flexibility in updating their TDM Plan and associated measures, as needed (the stakeholders who expressed this were not familiar with what the current process would entail).
• The lack of a standardized set of citywide TDM measures to select from reduces predictability in the development process.
TDM Monitoring & Reporting
• The City’s requirements that developers use third parties (e.g., consultants) in the TDM monitoring and reporting process has helped secure support from Council and the public. • So far, no penalties have been imposed in relation to non-compliance with TDM requirements, which may potentially be a contributing factor to the current low level of reporting. However, the business community expressed interest in working with the City to collaboratively consider a balance between incentives and punitive measures, particularly as many businesses have struggled during and emerging from the COVID-19 pandemic.
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6 Summary & Conclusion
The City of Mountain View’s existing TDM requirements include a significant number of enabling policies and plans which serve as an important foundation on which to build the Citywide TDM Ordinance Framework.
The City has also established a range of agreements and mechanisms for implementation of TDM to date.
Current TDM standards and processes have varying levels of success. While the City has been successful at integrating TDM in the development review process, there is variability in TDM requirements and there has been a gap in TDM monitoring and reporting post-occupancy as the City previously did not have a staff member allocated to this task. In the past year, the City has commenced TDM monitoring activities and have received TDM reports from a number of entities. However, as TDM requirements become a more standard condition, there is a need for improved standardization of reporting requirements and mechanisms to evaluate the effectiveness of implementing TDM citywide Table 3Table 3presents a SWOC analysis of Mountain View’s current TDM program and processes. These considerations will be taken into account when developing the TDM Ordinance Framework.
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Table 3. SWOC Analysis for Existing TDM Program & Processes Strengths
• Various enabling policies support implementation of
TDM requirements in Mountain View, including
cutting edge trip cap and mode split goals in North
Bayshore
• Integration of TDM requirements in the development
review process
• Detailed data requirements (e.g., mode share,
vehicle trip counts, employee surveys) for projects
that are providing ongoing TDM monitoring
• Large developers, employers, and property managers
subject to TDM requirements see value in TDM
implementation
• Some employers indicated that City TDM
requirements help justify investment in their
commuter programs
Weaknesses
• Prescriptive TDM measures can result in
outdated or unavailable services or programs
• Lack of standardized set of citywide TDM
measures to select from, which reduces
predictability in the development process
• Smaller project owners and occupants lack
sufficient guidance on how to successfully
implement TDM measures
• TDM Performance Standards vary from project
to project (e.g., trip reduction targets vs. trip cap
and/or SOV mode share targets)
• Timing for submittal of Annual TDM Reports is
not standardized which poses an administrative
challenge for City staff
• The City lacks tools to track compliance by
property, which will become more complex as
more developments have TDM CoAs
• Smaller businesses, service workers and contract
workers are underserved by TDM strategies.
Opportunities
• The City is transitioning to an online permitting
process using ProjectDox, which might allow TDM
integration with project approval
• Stakeholders are eager for greater standardization of TDM requirements
• The City now has a full-time TDM staff member who
can facilitate and monitor the new ordinance
• There may be an opportunity for properties in
proximity to each other to pool resources particularly
where they are required to provide the same TDM
services/amenities
• The TMA is considering expanding services to include
TDM delivery for residential members, as well as
support with TDM monitoring and reporting
• The TMA offers steeply discounted membership
rates for affordable housing developers
Challenges
• Post-COVID hybrid work arrangements bring
uncertainty and complexity in terms of travel and
parking demand, and utilization of TDM services like
carpool matching and shuttles
• Until this year, the City had low rates of compliance with annual TDM reporting requirements
• There may be hesitancy from developers/employers
to commit to new TDM requirements
• Potential costs associated with TDM requirements
can be burdensome for smaller businesses and
affordable housing developers, even when discounts
are offered
7 Next Steps
Based on findings from this existing conditions review and stakeholder input, the project team will develop a draft vision and set of goals for the TDM Ordinance in conjunction with stakeholders and community members. This vision and related goals will outline the values upon which a TDM Ordinance will be based. This will be followed by developing the TDM Ordinance Framework.
EXHIBIT 1
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Attachment 1: TDM Policies in the General Plan
The attachment provides a summary of the TDM-related policies outlined in the 2030 General Plan, which can be found at the following location on the City’s website: 2030 General Plan.
Table 1 includes the policy title, reference and a general description of the policy.
Table 1. TDM-Related Policies in the 2030 General Plan
Policy Page
No.
Description
MOB 1.1 Multi-modal
planning
110 The General Plan includes a goal related to Complete Streets, ensuring that streets in Mountain View safely accommodate all transportation modes and people of all ages and abilities.
MOB 3.5 Walking and
Bicycling Outreach
111 Actively engage the community in promoting walking and bicycling through education, encouragement and outreach on improvement projects and programs.
MOB 4.3 Public bicycle
parking
111 Increase the amount of well-maintained, publicly accessible bicycle parking and storage throughout the city.
MOB 4.4 Bicycle parking
standards
111 Maintain bicycle parking standards and guidelines for bicycle parking and storage in convenient places in private development to enhance the bicycle network.
MOB 4.5 Promoting safety 111 Educate bicyclists and motorists on bicycle safety.
MOB 6.1 Safe Routes to
Schools
112 Promote Safe Routes to Schools programs for all schools serving the city.
MOB 6.4 Education 113 Support education programs that promote safe walking and bicycling to schools.
MOB 7.3 Public parking
management
113 Manage parking so that adequate parking is available for surrounding uses.
MOB 9.2 Reduced vehicle
miles traveled
114 Support development and transportation improvements that help reduce GHG emissions by reducing per capital VMT.
MOB 10.2 Reduced travel
demand
114 Promote effective TDM programs for existing and new development.
EXHIBIT 1
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Attachment 2: TDM Requirements by Precise Plan Area
This attachment provides a summary of the TDM requirements stipulated in the City’s Precise Plans. Table 1 lists the Precise Plan area, the required TDM measures and the TDM performance standard.
Table 1. Summary of TDM Requirements by Precise Plan Area Precise Plan Area TDM Measures Required TDM
Performance
Standard
East Whisman
Precise Plan
(November 2019)
Non-residential projects (p. 91):
• Priority carpool/vanpool parking
• Bicycle parking, showers, and changing facilities
• Maximum parking and carshare parking
• Site design that support alternative modes (e.g., orienting building entrances toward sidewalks)
• Membership with the Mountain View TMA
• Financial incentives for alternative modes (e.g., subsidized transit, bikeshare, or carpool)
• Shared bicycles (if bikeshare services not available nearby) • Parking cash-out, paid parking, or other parking monetization • Guaranteed Ride Home program
• Telecommute support
• Alternative work schedules
Residential projects (p. 93):
• Maximum parking and carshare parking
• Bicycle parking
• Projects with more than 100 units should provide a common collaborative workspace for tenants and visitors
• Site design that supports alternative modes (e.g., orienting building entrances toward sidewalks)
• Accessible, secure storage for grocery and package delivery • Shared bicycles (if bikeshare services not available nearby) • Local transportation information to residents (through a website, leasing office, or initial leasing information)
• Support Safe Routes to Schools programs (including facilitating parent events and coordination of walking school buses and/or bike trains)
• Financial incentives for alternative modes (e. g., subsidized transit, bikeshare, or carpool)
Site-specific trip
caps
(Note: GGRP
specifies a 9%
peak hour drive-
alone commute
trip reduction for
the Whisman
District)
San Antonio
Precise Plan (May
2019)
Residential projects (p. 36):
• Provide transit pass subsidies for residents and employees. Options include: (1) at minimum, provide transit subsidies to each new resident for 1 year, for the first 10 years of the project (2) projects with 25 or more units must participate in VTA’s EcoPass, or equivalent, program for the first 3 years of the project.
Existing businesses (p.36):
• Encouraged to implement TDM programs and measures on a voluntary basis and are not subject to the TDM requirements.
8-30% trip
reduction target
based on square
footage
(Note: GGRP
specifies a 4%
peak hour drive-
alone commute
trip reduction)
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Villa Mariposa
(2019)
None
North Bayshore
Precise Plan
(2014)
Commercial projects (p. 203):
• Priority vanpool/carpool parking;
• On-site employee transportation coordinator;
• Bicycle parking, showers, and changing facilities;
• Shared bicycles (if bikeshare service is not available); • Telecommute/flexible work schedules ;
• Guaranteed ride home program;
• TMA membership;
• Carpool matching services;
• Shuttle services; and
• TDM program marketing
Residential projects (p. 206):
• TMA membership
• Carshare/scooter share memberships,
• Concierge services
• Resident incentives/rewards
Commercial
projects: 45%
SOV, 10%
rideshare, 35%
transit, and 10%
active
transportation by
2030
(Note: GGRP
specifies a 13%
peak hour drive-
alone commute
trip reduction)
El Camino Real
Precise Plan
(2014)
Must prepare a TDM plan, with the following stipulations (p.65):
• Residents and/or employees shall be provided transit subsidies and/or take part in VTA’s Eco-Pass program (or equivalent) • TMA membership
• Annual TDM reporting
Office
development:
20% trip
reduction
(Note: GGRP
specifies a 4%
peak hour drive-
alone commute
trip reduction)
Whisman Station
(2014)
Comply with the BAAQMD Trip Reduction Rule or other similar actions which require the use of alternative transportation modes to reduce traffic (p. vii) No set metric
(Note: GGRP
specifies a 9%
peak hour drive-
alone commute
trip reduction for
the Whisman
District)
San Antonio
Station (2014)
None
Mora – Ortega
(2012)
New tenants must participate in any transportation systems management/transit demand management program adopted by the City No set metric
Evelyn Avenue
Corridor (2010)
None
South Whisman
(2009)
There are no set goals for TDM, but there is a section breaking down goals for transit-oriented developments that are developments that implement TDM strategies
Support the use of Eco Pass program
Mayfield Precise
Plan (2006)
None
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El Camino
Medical Park
(2005)
None
Grant – Martens
(2003)
None
Evandale (1997) Not included
Downtown
Precise Plan
(1988)
The Downtown Precise Plan presents a list of public and private services and measures that may be part of a comprehensive trip reduction plan (p. 126) • Guaranteed Ride Home Program;
• Eco-Pass sales (VTA only);
• Commuter Check (includes all transit);
• Shuttle/bus service to Caltrain;
• Infill retail development;
• TMA membership;
• Coordination of trip reduction programs between employers; • Reduced parking standards (combined with other transportation systems);
• Preferential parking;
• Internal rideshare matching services;
• Transportation coordinator;
• Telecommuting policies;
• Compressed workweek or flexible workday;
• Fleet vehicles for mid-day and personal travel;
• On-site amenities (e.g., ATM, cafeteria, etc.); and
• Bicycle parking and showers.
No set metric
(Note: GGRP
specifies an 8%
peak hour drive-
alone commute
trip reduction)
California –
Ortega (1987)
None
Grant – Phyllis
(1986)
None
San Ramon
Precise Plan
(1986)
None
2100 California
Street (1986)
None
111 Ferry-More
Way (1985)
None
Grant – Phyllis
Triangle (1977)
None
1101 Grant Road
(1977)
None
Castro –
Miramonte
Triangle (1975)
None
Sylvan – Dale Not available on City website
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Attachment 3: North Bayshore and Middlefield Park Master Plan TDM Requirements North Bayshore Master Plan
As part of the North Bayshore Master Plan (developed by Google), the City worked with Google to refine how TDM requirements are applied at this scale of development. The Master Plan area will consist of a mixed-use community with primary vehicular access provided by Shoreline Boulevard, Charleston Road, and Amphitheater Parkway. Planned land uses include:
• Over 3 million square feet of office space
• 7,000 dwelling units
• 525 hotel rooms
• Over 200,000 square feet of retail space; and
• 55,000 square feet of community uses.
Per the Master Plan, Google’s single-occupancy vehicle (SOV) mode share target is 35%, which would be applied to all future, existing, and re-built Google Office buildings upon City approval of the Master Plan’s Office District Trip Cap Plan. The 35% SOV mode share target is 10% lower than the district-wide target of 45% for the North Bayshore Precise Plan (NBPP). As noted in the Master Plan, the combined total parking supply for all Master Plan land uses is 12,458 parking spaces. The parking demand rate for residential uses is 0.65 vehicles per unit (studios, 1-bedroom, 2-bedroom, and 3-bedroom). Per the parking study, the project’s ability to meet the 35% SOV mode share target will be regularly monitored as part of the Master Plan TDM plan and Annual Reports.
All projects within the NBPP that are subject to maximum parking requirements must implement a TDM program. The Master Plan’s TDM Plan consists of two primary programs – one for office employees and one for the residential uses. The Office TDM Program for the Master Plan will be implemented, funded and administered by Google’s Real Estate and Workplace Services (REWS) division and/or employer tenants in the Master Plan area. The Residential TDM Program will be funded through lease and rental revenue for residential units or annual fees for the for-sale units. Implementation and administration of the program will be completed by an on-site transportation coordinator working for the developer/property owner, working with the Mountain View TMA and City of Mountain View.13 The required measures included under each program are summarized in Table 1.
Table 1. North Bayshore Master Plan TDM Plan Programs
Office TDM Program Residential TDM Program
• Shuttle Services
• Bicycle Parking, Showers, Changing Facilities and
Lockers
• Bike Share Program
• Carshare Program
• Parking Management
• On-Site Amenities and Services
• Marketing & Information
• TMA Involvement and Support
• Local Shuttle Connections
• Creation and Maintenance of a Mobile-Friendly
Transportation Website
• Unbundled Parking
• Carshare Program
• Short and Long-Term Bike Parking
• Residential Bike Share or Loaner Bike Program
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• Other Programs (e.g., Emergency Ride Home,
Rideshare/ Expanded Carpool Matching Services)
In terms of TDM monitoring requirements, Google will be required to prepare an Annual TDM Report. During the development of the NBS Master Plan, Google requested a district-wide approach to TDM, rather than having each building within the Master Plan area monitor and report separately on their implementation of TDM programs and outcomes. Prior to requesting its first building permit for the Master Plan, Google will submit an Office Trip Cap plan that outlines how new, existing and rebuilt office buildings will achieve the 35% SOV rate and comply with the Districtwide Trip Cap.
Middlefield Park Master Plan
The Middlefield Park Master Plan (developed by Google in 2022) includes a TDM Plan as part of its implementation plan. The Master Plan is for a mixed-use community on a 40-acre site in the East Whisman Precise Plan area, generally located at the northeast corner of Ellis Street and East Middlefield Road and north of West Maude Avenue between Logue Avenue and Clyde Avenue. The southern portion of Middlefield Park is immediately adjacent to the Middlefield light-rail transit station. The planned land uses include:
• 1.3 million square feet of Office/R&D
• 50,000 square feet of commercial space
• 1,900 residential units
• 6.97 acres of public parks; and
• 2.8 acres of privately-owned, publicly accessible open space.
For the residential portion of the TDM Plan, the East Whisman Precise Plan does not include a specific numeric trip reduction target but stipulates that the trip-reduction should be consistent with the GGRP or other City trip-reduction standard. The GGRP recommends a reduction of 9% over Institute of Transportation Engineers (ITE) trip rates as an employment trip reduction standard, which was also used for the Middlefield Park Residential TDM Plan.
The required measures included under both the office and residential TDM programs are summarized in Table 2 below.
Table 2. Middlefield Park Master Plan TDM Plan Programs Office TDM Program Residential TDM Program
• Priority vanpool/carpool parking
• Bicycle parking and end-of-trip facilities
• Alternative mode design features
• Limited parking supply (2 spaces per 1,000 square
feet)
• Car sharing
• TMA membership
• Subsidized or free transit passes
• Subsidized or free vanpool/carpool
• Bike sharing
• Emergency Ride Home Program
• Parking cash-out*
• Fund area bicycle and pedestrian improvements
• On-site amenities and services
• On-site bike repair facilities
• Shuttle services
• Parking supply maximum (0.8 spaces per dwelling
unit)
• Car sharing
• Short and long-term secure bike parking
• Common, shared collaboration space
• Alternative mode design features
• Accessible, secure storage space for deliveries
• Access to bike sharing
• Access to local transportation information
• Support/promote safe routes to schools
• Unbundled residential parking
• Scooter-share program
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• On-site transportation coordinator
• Flexible work schedule
• TDM marketing and information
• Pre-tax commuter benefits
• Biking incentives
• Bike buddy program
• Bike loaner program
• Rideshare matching services
• Expanded carpool matching*
*Denotes potential future offerings
In terms of TDM monitoring requirements, separate TDM monitoring reports will be submitted to the City for each respective building/parcel, or a collection of buildings/parcels within the Master Plan area held in the same ownership, so long as each individual building/parcel monitoring is reported on separately for compliance.
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Attachment 4: Implications of Relevant New Regulation on TDM Requirements This attachment provides a summary of the implications of relevant new state regulation on TDM requirements. The following regulations are discussed:
• Senate Bill 330 State Density Bonus Law
• Assembly Bill 2097: Parking
• Assembly Bill 2863: Bike Parking Bill
• Assembly Bill 2206: Parking Cash-Out
• Metropolitan Transportation Commission Transit-Oriented Communities Policy Senate Bill 330: State Density Bonus Law
In 2019, the State of California passed Senate Bill (SB) 330, which permits up to 50% increase in project densities for most projects, depending on the amount of housing provided, and an 80% increase in density for projects which are completely affordable.
What does this document affect?
SB 330 supports and encourages the development of affordable and senior housing by increasing density above the maximum allowed on a site, reduction in parking standards, and reducing or waiving other development standards.
What authority does this document hold?
The Density Bonus is a state mandate and a developer who meets the requirements is entitled to receive the density bonus and other benefits as a matter of right.
How does this document fit into the City’s surrounding policy framework? SB 330 is integrated into the project entitlement process (SB 330 Preliminary Application Checklist) and a development qualifying for a density bonus also receives:
• Waiver or reduction of development standards – the city/county is not permitted to apply any development standard which physically precludes the construction of the project at its permitted density with the granted concessions/incentives. There is no limit on the number of development standard waivers that may be requested or granted
• Maximum Parking Requirements – upon developer’s request, city/county may not require more than the following parking ratios for a density bonus project (inclusive of parking for persons with disabilities).
Table 1. Summary of Parking Ratios for a Density Bonus Project Type of Unit No. of Spaces
Studio 1 space
1 Bedroom 1 space
2 Bedroom 1.5
3 Bedroom 1.5
4 Bedroom 2.5
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• Special Parking Requirements – Lower parking ratios apply to specified projects (although local jurisdictions can require higher parking ratios if supported by a specified parking study) Table 2. Summary of Parking Ratios for Specified Projects Specified Project No. of Vehicle Parking
Spaces
Rental/for sale projects with at least 11% very low income or 20% lower income units, within ½ mile of accessible major transit stop
0.5 spaces per unit
Rental projects 100% affordable to lower income, within ½ mile of accessible major transit stop
0 spaces per unit
Rental senior projects 100% affordable to lower income, either with paratransit service or within ½-half mile of accessible bus route (operating at least eight times per day)
Rental special needs projects 100% affordable to lower income households, either with paratransit service or within ½-half mile of accessible bus route (operating at least eight times per day)
Rental supportive housing developments 100% affordable to lower income households
Assembly Bill 2097: Parking
In 2022, the State of California passed Assembly Bill (AB) 2097, which prohibits public agencies or cities from imposing a minimum automobile parking requirement on most development projects located within a half- mile radius of a major transit stop.
What does this document affect?
Most projects located within a half-mile of a major transit stop will not be subject to parking minimums, based on the requirements of AB 2097. This includes residential, commercial, and industrial projects, but does not include hotels, motels, bed and breakfast inns, or other transient lodgings.
What authority does this document hold?
The Bill does give local agencies the option to impose minimum parking requirements in limited instances, provided that one of the following three findings can be substantiated to necessitate minimum parking requirements:
• The project furthers the City’s ability to meet its share of the Regional Housing Needs Assessment (RHNA) for low and very low income households,
• The project directly supports the City’s ability to meet any special housing needs for the elderly or persons with disabilities; or
• The project is located within one-half mile of existing residential or commercial parking.
The State law provides a 30-day period for the local agency to formally invoke such findings. However, these findings may not be made for projects that meet the following criteria:
• Projects that reserve 20% or more of the total dwelling units for very low, low, or moderate income households, students, the elderly, or persons with disabilities, • Projects that contain fewer than 20 dwelling units; or 32 of 82
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• Projects that are subject to other parking reductions of any other applicable law (by satisfying the applicable eligibility requirements).
How does this document fit into the City’s surrounding policy framework? This state-level legislation supports local TDM efforts by requiring a new approach to parking management in transit-proximate areas, recognizing the TDM strategies may not be successful if parking is oversupplied.
Assembly Bill 2863: Bike Parking Bill
AB 2863 was introduced in 2022 and instructs the Department of Housing and Community Development (HCD) and the California Building Standards Commission (CBSC) to consider mandatory bike parking standards for multifamily residential buildings and updates to existing standings for non-residential buildings.
What does this document affect?
This bill would require the following upon the next triennial update of the California Green Building Standards Code that occurs on or after January 1, 2023:
• HCD must research, develop and propose for adoption required building standards for short-term and long-term bicycle parking in multifamily residential buildings, hotels, motels; and • The CBSC should research, develop and adopt updated mandatory short-term and long-term bicycle parking standards for non-residential buildings.
These standards must be developed using a method that is independent of the number of vehicle parking spaces.
What authority does this document hold?
The bill would permit the Department to propose short-term and long-term bicycle parking standards for adoption.
How does this document fit into the City’s surrounding policy framework? Pending adoption of the Department’s proposed short-term and long-term bicycle parking standards, the City would likely need to update its respective standards and associated municipal code section (City of Mountain View Municipal Code Section 36.32.50 Required number of parking spaces).
New bicycle parking standards would impact the provision of site-based bicycle infrastructure which would support the implementation of transportation demand management measures.
Assembly Bill 2206: Parking Cash-Out
The Parking Cash-Out law originally went into effect in 1993, and in 2022 was amended to include revised definitions and requirements for employers. The law aims to improve air quality and reduce traffic congestion by reducing vehicle trips and emissions through the provision of cash allowances for alternative transportation modes in lieu of parking.
What does this document affect?
Assembly Bill (AB) 2206 (also known as the Parking Cash-Out Law) impacts the commute-related benefits provided by certain employers in non-attainment regions. 33 of 82
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What authority does this document hold?
This bill requires employers (with 50 or more employees in any air basin designated as non-attainment for certain air quality standards) who offer subsidized parking for their employees to provide a cash allowance in lieu of a parking space.
How does this document fit into the City’s surrounding policy framework? Per the bill, subject employers are required to provide a parking cash-out benefit to their employees that is equivalent to the market rate cost of parking, or the monthly price of transit serving within ¼ mile of the property. The subsidy amount is the difference between the price, if any, charged to an employee for the use of a parking space not owned by the employer and made available by the employer to that employee and the market rate cost of parking. The “market rate cost of parking” definition considers both publicly available parking rates and specific conditions, with adjustments for inflation. If the rate is determined to be over $350 per month, then $350 is considered to be the market rate. Employers leasing parking spaces before January 1, 1993, are exempt until the parking lease’s expiration or the lease’s penalty-free reduction of parking spaces. Employers who provide parking subsidies must maintain records of communicating to employees about their right to choose the cash equivalent of the parking subsidy (parking cash-out option). The provision of a parking cash-out benefit by large employers who are subject to the bill could be included as a TDM measure, encouraging employees to utilize alternative modes of transportation for more sustainable commuting habits.
Metropolitan Transportation Commission Transit-Oriented Communities Policy The Metropolitan Transportation Commission’s (MTC’s) Transit-Oriented Communities (TOC) Policy was adopted in September 2022 and aims to support the region’s transit investments by ensuring communities surrounding transit stations and along transit corridors support transit ridership.
What does this document affect?
TOC Policy requirements consist of the following four elements:
• minimum required and allowed residential and/or commercial office densities for new development • policies focused on housing production, reservation and protection, and commercial anti-displacement and stabilization polices
• parking management
• transit station access and circulation.
What authority does this document hold?
The TOC Policy applies to areas within one half-mile of the following types of existing and planned fixed guideway transit stops and stations:
• Regional rail
• Commuter rail
• Light-rail transit
• Bus rapid transit
• Ferries
Areas subject to the TOC Policy are categorized by tier according to the level of transit service at fixed guideway stations within ½ mile:
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• Tier 1: Rail stations serving regional centers (i.e., Downtown San Francisco, Downtown Oakland, and Downtown San José)
• Tier 2: Stop/station served by two or more BART lines or BART and Caltrain • Tier 3: Stop/station served by one BART line, Caltrain, light rail transit, or bus rapid transit • Tier 4: Commuter rail (SMART, ACE, Capitol Corridor, Valley Link) stations, Caltrain stations south of Tamien, or ferry terminals
Tiers 3 and 4 are applicable to Mountain View.
How does this document fit into the City’s surrounding policy framework? Along with other regional jurisdictions, the City of Mountain View is required to adopt policies or programs included in MTC/ABAG’s Parking Policy Playbook to address transportation demand management (TDM) and curb management in areas within ½ mile of fixed guideway transit. Section 3 (Parking Management) of the TOC Policy specifies the following parking standards (Figure 1).
Figure 1. MTC TOC Policy Parking Standards by Tier
Source: MTC Administrative Guidance: Transit-Oriented Communities Policy (2023) The TOC Policy’s off-street parking standards do not supersede other requirements for parking for people with disabilities that are required by the California Building Code, or other state or federal laws, or off-street parking for deliveries.
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Attachment 5: Parking Study Components
This attachment provides a summary of the typical content included in parking studies. Table 1 below identifies the specific report components and provides a summary description of each section.
Table 1. Parking Study Components
Report Component Description
Key Findings Summary of the key findings resulting from the analysis presented Project Description Description of the site/Master Plan community Mode Share Targets & Parking Summary of the mode share targets and parking supply by land use
Master Plan Phasing (if applicable) Description of parking demand rates during the phased development of the Master Plan
Parking Supply Requirements (per City code &
Precise Plan, if applicable)
Comparison of parking standards and proposed parking supply Shared Parking Analysis Methods Description of the proposed shared parking strategy Parking Demand Rate Assumptions Description of the relationship between estimated trip generation rates and parking demand
Mode Adjustments and Internalized
Adjustments
Summary of the assumptions for peak parking demand, and associated output calculations
Parking Demand Analysis of parking demand based on land use, project size and time of day with and without a shared parking strategy
Managing Parking Demand Summary of the project’s TDM Plan EXHIBIT 1
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Attachment 6: Inventory of Existing TDM Requirements
This attachment provides two matrices summarizing TDM requirements, based on TDM Conditions of Approval. Table 1 lists the TDM requirement by property address. Table 2 is organized by TDM measure.
Table 1. Summary of TDM Requirements by Property Address Precise
Plan Area
Address Project Type &
Size
TDM Conditions
TDM
Performance
Standard
Required TDM Measures TDM Reporting Non-Compliance Penalty San
Antonio
100 Aspen Way
(changed to 2580
California Street)
(Greystar property)
Mixed-Use
Development
• 632
Residential
Units
• 20,000
square feet
commercial
space
8% peak-hour
trip reduction
• TMA membership for life
of the project
• Free one-year VTA
SmartPass to new
residents (first three
years of operation)
• $25 monthly transit
subsidy (up to $300 per
year) for resident’s first
year of occupancy (first
10 years of operation)
• Offer free VTA SmartPass
or $25 monthly transit
subsidy to
employees for the
duration of their
employment
• Transportation
Coordinator
• Transportation
information
boards/kiosks
• Transit and commute
options information to
new residents and
employees
• On-site car share services
First report due 1-
year after C/O
issued for 50% or
more of the project
(and then annually
from the date of
initial report
submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
n/a
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• On-site bike share
services
n/a 1001 N Shoreline Blvd
(Calvano/ CRP
Mountain View)
Office Building
• 111,443
square feet
20% peak-hour
trip reduction
• TMA membership for life
of the project
• Transit subsidy and/or
transit passes to all
employees for the life of
the project
• On-site commute
coordinator
• On-site transportation
and commute
information desk/ kiosk
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
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• Purchase and maintain 10
bicycles on-site for
employee use and access
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
point below the
minimum 20% peak-
hour trip reduction and
an additional $50,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
North
Bayshore
1045-1085 La Avenida
(Microsoft)
Office Building
• 643,680
square feet
50% peak-hour
trip reduction
• TMA membership for the
life of the project
• Onsite employee
transportation
coordinator
• TDM program marketing
and information
• Flexible work schedule
program
• Telecommuting program
• Guaranteed ride home
program
• Shuttle services
• Bicycle parking and end
of trip facilities
• Bike-sharing program
• Priority vanpool/carpool
parking
• Rideshare matching
• Alternative
transportation subsidies
(rideshare, transit, bike,
carpool, walk)
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first 10 trips (or
portion thereof) over the
vehicle trip cap and an
additional $50,000 for
each additional 10 trips
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
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North
Bayshore
1255 Pear (Sobrato
Organization)
Mixed-Use
Development
• 231,210
square feet
office
building
• 635 new
multi-family
residential
units
Office:
45% SOV mode
share, 10%
carpool mode
share (332 AM
peak hour trips
and 298 PM
peak hour trips)
Residential:
134 AM peak
hour trips and
192 PM peak
hour trips
(based on
parking ratio of
0.69 parking
spaces per unit)
• Priority vanpool/carpool
parking
• On-site employee
transportation
coordinator
• Bicycle parking and end
of trip facilities
• Shared bicycles
• Telecommute/flexible
work schedule program
• Guaranteed ride home
program
• TMA membership
• Carpool matching
services
• Shuttle services
• TDM program marketing
• Unbundled parking
• On-site carshare spaces
(at least 11)
• Long-term and short-
term bicycle parking (635
and 64, respectively)
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: varies
between Southern
Parcel (mixed use) and
Northern Parcel (all
residential), and trip
type (office trips vs.
Residential trips for the
Southern parcel
Office trips:
First 1% exceeding
vehicle trip cap:
$100,000
Each additional 1%:
$50,000
Residential trips:
Frist 1% exceeding
vehicle trip cap: $50,000
Each additional 1%:
$25,000
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
North
Bayshore
1625 N Shoreline Blvd
(Shashi Group LLC)
Hotel
• 104,750
square feet
(200 rooms)
188 inbound
vehicle trips
during morning
peak period
• TMA membership for the
life of the project
First report due 1-
year after C/O (and
then annually from
Target not achieved
year 1: describe
additional measures that
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• On-site employee
transportation
coordinator
• TDM program marketing
and information
• Flexible work schedule
program
• Guaranteed ride home
program
• Shuttle services
• Bicycle parking and end
of trip facilities
• On-site bikeshare
program
• Priority carpool/vanpool
parking
• Rideshare matching
services
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first 10 trips (or
portion thereof) over the
vehicle trip cap and an
additional $50,000 for
each additional 10 trips
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
North
Bayshore
1625 Plymouth
(Broadreach Capital
Partners)
Office Building
• 224,508
square feet
48% peak-hour
trip reduction
• Priority vanpool/carpool
parking
• Onsite employee
transportation
coordinator
• Bicycle parking and end
of trip facilities
• Shared bicycles
• Telecommuting/flexible
work program
• Guaranteed ride home
program
• Membership in the TMA
• Carpool matching
• Shuttle services
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 48% peak-
hour trip reduction and
an additional $50,000
thereafter
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• Marketing of TDM
programs
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
North
Bayshore
1860-2159 Landings
Drive (Google)
Office Building
• 799,482
square feet
50% peak-hour
vehicle trip
reduction
1,058 a.m.
peak-hour trips
866 p.m. peak-
hour trips
• TMA membership for the
life of the project
• On-site employee
transportation
coordinator
• TDM program marketing
and information
• Flexible work schedule
• Guaranteed ride home
program
• Shuttle services
• Bicycle parking and end
of trip facilities
• On-site bike share
program
• Priority vanpool/carpool
parking
• Rideshare matching
services
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 50% peak-
hour trip reduction and
an additional $50,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
North
Bayshore
2000 N Shoreline Blvd
(Google)
Office Building
• 595,000
square feet
50% peak-hour
trip reduction
• TMA membership for the
life of the project
• On-site employee
transportation
coordinator
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
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• TDM program marketing
and information
• Flexible work schedule
program
• Guaranteed ride home
program
• Shuttle services
• Bicycle parking and end
of trip facilities
• On-site bike share
program
• Priority carpool/vanpool
parking
• Rideshare matching
services
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 50% peak-
hour trip reduction and
an additional $50,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
El Camino
Real
2268 W El Camino
Real (Lennar
Multifamily
Communities)
Multi-family
residential
• 204
apartment
units
• 36,965
square feet
common
space
4% peak-hour
trip reduction
• TMA membership for the
life of the project
• Participate in VTA Eco
Pass program (first five
years of project)
• $25 per month ($300 per
year) transportation
subsidy to all new renters
for first year of residency
(first 10 years of
development)
• VTA monthly passes to
residents living in the 10
affordable units for the
life of the project
• 2 Zipcars or equivalent
carshare service (resident
and public use)
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $10,000 for
the first percentage
point below the
minimum 4% peak-hour
trip reduction and an
additional $50,000
thereafter
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• Physical and online travel
options and benefits
informational boards
• On-site conference room
and/or business center
• Commute coordinator
survey
(commute
methods)
• Driveway traffic
counts
El Camino
Real
2300 W El Camino
(BPR Properties
[hotel])
Hotel
• 75,824
square feet
(157 rooms)
4% peak-hour
trip reduction
• TMA membership for the
life of the project
• Annual VTA Eco Passes in
amount of $72 each for
employee and guests
(one Eco Pass for each
room and each employee
that requests one)
• $40 per month
transportation subsidy
for employees who use
alternative modes 3 or
more days a week
• Free shuttle service to
and from airport
• 4 bicycle lockers
• Employee commute
survey (twice-yearly)
• Explore feasibility of on-
site carshare and bike
share
• Explore feasibility of
discount fare with
rideshare services for
hotel guest and
employees
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
n/a
El Camino
Medical
Park
2500 Grant Road (El
Camino Hospital)
Campus Update
at El Camino
Hospital
• New 2-story
(56,000
10% peak-
period trip
reduction
• TMA membership for the
life of the project
• Shuttle service
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
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square feet
behavioral
health
services
building)
• New 7-story
(265,000
square feet
integrated
medical office
building)
• Review and consider
adjustments to employee
shift times
• On-site commute
coordinator
• Maintain Community
Shuttle stop on-site and
encourage its use
• Transit subsidy and/or
passes to all employees
who want one, for the life
of the project
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 10% peak-
hour trip reduction and
an additional $50,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
North
Bayshore
2600 Marine Way
(Intuit)
Office
development
• 364,000
square feet
35% peak-
period trip
reduction
• TMA membership for the
life of the project
• Transit subsidy and/or
transit passes to
interested employees, for
the life of the project
• Onsite commute
coordinator
• On-site transportation
and commute
information desk/kiosk
• Bike share (minimum of
20 bicycles)
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 10% peak-
hour trip reduction and
an additional $50,000
thereafter
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survey
(commute
methods)
• Driveway traffic
counts
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
El Camino 2700 W El Camino
Real (SummerHill
Homes)
Mixed-use
development
• 211
apartment
units
• 2,000 square
feet
commercial
space
4% peak-hour
trip reduction
• TMA membership for the
life of the project
• Ridematching assistance
• Carpool/vanpool
incentives information
• VTA EcoPass program for
first two years of the
project
• $25 per month (up to
$300 per year) transit
subsidy to new residents
for three years of
residency (first three
years of the
development)
• Physical and/or online
information on
transportation options
and benefits
• Dedicated carshare
parking (at least two
spaces)
• Wi-Fi lounge
• On-site commute
coordinator
First report due 1-
year after C/O
issued for 4% or
more of the project
(and then annually
from the date of
initial report
submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
n/a
San
Antonio
400 San Antonio
(Prometheus Real
Estate)
Mixed-use
development
8% peak-hour
trip reduction
• TMA membership for the
life of the project
First report due 1-
year after C/O
issued for 4% or
more of the project
Target not achieved
year 1: describe
additional measures that
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Draft Existing Conditions Report
• 583
apartment
units
• 11,171
commercial
space
• Employee alternative
transportation subsidies
(3 options)
• VTA EcoPass Program
(first three years of the
project)
• $25 per month (up to
$300 per year)
transportation subsidy to
new renters for first year
of residency (first 10
years of the
development)
• On-site carshare for
resident and public use
(at least 3 vehicles)
• Physical and/or online
information on
transportation options
and benefits
• On-site conference room
and/or business center
• Commute coordinator
(and then annually
from the date of
initial report
submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 8% peak-hour
trip reduction and an
additional $50,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
n/a 529-569 East Evelyn
(Prometheus Real
Estate)
Multi-family
residential
• 471
apartment
units
5% peak-hour
trip reduction
• TMA membership for the
life of the project
• On-site ridematching
assistance
• Carpool/vanpool
incentives information
• VTA EcoPass Program
(first two years of the
project)
• VTA EcoPasses to new
residents for one year
(first five years after
occupancy)
First report due 1-
year after C/O
issued for 5% or
more of the project
(and then annually
from the date of
initial report
submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 5% peak-hour
trip reduction and an
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Draft Existing Conditions Report
• Physical and/or online
information on
transportation options
and benefits
• Dedicated carshare
parking (at least two
spaces)
• Wi-Fi lounge
• Commute coordinator
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
additional $50,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
n/a 555 W Middlefield
Road (AvalonBay
Communities, Inc.)
Multi-family
residential
• 725
apartment
units (323-
unit addition
to existing
402-unit
apartment
development)
10% peak-hour
trip reduction
• TMA membership for the
life of the project
• Bike parking and end of
trip facilities
• Bicycle repair stations
• Local transportation
information
• TDM coordinator
• Coworking space
• Carshare parking
• Delivery storage space
• VTA SmartPass/transit
subsidy for each unit
First report due
December 1 and
must either:
state that project
achieved peak-hour
trip reduction
target, providing
supporting statistics
and analysis; or
state that the
project has not
achieved the trip
reduction and
provide an
explanation of how
and why the goal
has not been
reached and a
description of
additional measures
that will be adopted
in order to attain
the TDM goal
n/a
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Draft Existing Conditions Report
n/a 580-620 Clyde Ave
(Clyde Avenue Joint
Venture)
Office building
• 178,477
square feet
20% peak-hour
trip reduction
• TMA membership for the
life of the project
• Transit subsidy and/or
transit passes to
interested employees, for
the life of the project
• Commute coordinator
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 20% peak-
hour trip reduction and
an additional $50,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
Downtown 590 Castro Street
(The Sobrato
Organization)
Commercial
building
• 105,264
square feet
20% peak-hour
trip reduction
• TMA membership for the
life of the project
• On-site employee
transportation
coordinator
• TDM program marketing
and information
• Bicycle parking and end
of trip facilities
• Annual VTA SmartPass for
each employee or an
alterative transit subsidy
First report due on
December 1, one
year after granting
of the C/O (and then
annually on
December 1):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 20% peak-
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Draft Existing Conditions Report
• Alternative measures that
achieve similar reduction
goals for the project (as
approved by Zoning
Administrator)
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
hour trip reduction and
an additional $50,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
East
Whisman
600 National Avenue
(National Avenue
Partners, LLC)
Office building
• 140,654
square feet
20% peak-hour
trip reduction
• TMA membership for the
life of the project
• Transit subsidy and/or
transit passes to all
employees who are
interested (for the life of
the project)
• On-site commute
coordinator
• On-site transportation
and commute
information desk/kiosk
• On-site bikeshare (at
least 3 bicycles)
First report due 1-
year after C/O for
75% or more of the
project (subsequent
reports will be
collected annually)
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report:
City may assess a
penalty in the maximum
amount of $36,000 for
the first percentage
point below the
minimum twenty
percent (20%) peak-hour
vehicle trip reduction
and an additional
$18,000 thereafter
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Draft Existing Conditions Report
South
Whisman
625-685 Clyde Ave
(Martin CBP
Associates, LLC)
Office buildings
• Two 192,755
square foot
buildings
20% peak-hour
trip reduction
• TDM program for the life
of the project
• Transit subsidy and/or
transit passes (for life of
the project)
• Creation and
participation in a TMA
• On-site commute
coordinator
• On-site transportation
and commute
information desk/kiosk
• On-site carshare (2
vehicles)
• On-site bikeshare (10
bicycles)
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 20% peak-
hour trip reduction and
an additional $50,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
East
Whisman
700-800 E Middlefield
Road (LinkedIn)
Office buildings
• Three
buildings
totaling 612,
033 square
feet
22% peak-hour
trip reduction
• TMA membership for the
life of the project
• The specific TDM
measures to be used in
the program can be any
combination of measures
which achieve the
targeted percent peak -
period trip reduction
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: the City
may assess a penalty in
the maximum amount of
$100,000 for the first
percentage point above
the maximum of 22%
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Draft Existing Conditions Report
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
peak-hour vehicle trip
reduction (or 0. 90 in
peak -hour vehicle trips
per 1, 000 square feet of
floor area) during the
term of the
Development
Agreement, and
thereafter, the peak-
hour trip limitation
applicable under the
East Whisman Precise
Plan
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
n/a 750-566 Moffett Blvd
(Broadreach Capital
Partners)
Mixed use
development
• 255 room
hotel
• 200,000
square feet
office
building
20% peak-hour
trip reduction /
401 a.m. peak-
hour trips and
290 p.m. peak-
hour trips
• TDM program for the life
of the project (TDM
program can be any
combination of measures
which achieve the 20%
peak-hour trip reduction
and site trip-cap
numbers)
First report due 1-
year after C/O (and
then annually from
the date of initial
report submittal):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 20% peak-
hour trip reduction and
an additional $50,000
thereafter
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Draft Existing Conditions Report
survey
(commute
methods)
• Driveway traffic
counts
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
Downtown 756 California Street
(Huy Do)
Commercial
building
• 6,997 square
feet (retail
and office)
20% peak-hour
trip reduction /
15 a.m. peak-
hour trips and
18 p.m. peak-
hour trips
• Transit passes or transit
subsidies to all
employees
• On-site employee
transportation
coordinator
• TDM program marketing
and information
• Flexible work schedule
program
• Guaranteed Ride Home
program
• Bicycle parking
• Rideshare matching
First report due on
December 1, one
year after granting
of the C/O
for twenty percent
(20%) or more of the
project (and then
annually on
December 1):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty of
maximum $100,000 for
the first percentage
point below the
minimum 20% peak-
hour trip reduction and
an additional $100,000
thereafter
TDM penalty shall be
paid to the TMA and
used to promote
alternatives to SOV use
in the city
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Draft Existing Conditions Report
n/a 777 W Middlefield
Road (FortBay LLC)
Multi-family
residential
• 716
apartment
units
6% peak-hour
trip reduction
• TMA membership for the
life of the project
• Information on commute
alternatives
• Transit/ride share
subsidies
• Carshare parking
• On-site commute
coordinator
• Co-working space
First report due one
year after C/O and
must and must
either:
state that project
achieved peak-hour
trip reduction
target, providing
supporting statistics
and analysis; or
state that the
project has not
achieved the trip
reduction and
provide an
explanation of how
and why the goal
has not been
reached and a
description of
additional measures
that will be adopted
in order to attain
the TDM goal
n/a
n/a 801 W El Camino Real
(Greystar)
Mixed use
development
• 164
apartment
units
• 10,800
square feet
commercial
space
4% peak-hour
trip reduction
• TDM measures shall
include, but not limited
to:
o Carsharing
spaces/programs
o Subsidized
transit passes
• A commute alternatives
program aimed at
increasing transit use and
reducing the need for
people to drive shall
include the following to
be provided for the
project. The buildings'
n/a n/a
54 of 82
Draft Existing Conditions Report
owner may assign
responsibility for these
programs to the tenants
of the buildings, but the
buildings' owner is
responsible for ensuring
they are maintained for
55 years
East
Whisman
Middlefield Park
Master Plan (Google
LLC)
Master Plan
• 1,900
residential
units
• 1.3 million
square feet
office/R&D
• 50,000
square feet
commercial
space
Non-
residential:
1,097 a.m.
peak-hour trips
and 952 p.m.
peak hour trips
(per East
Whisman
areawide trip
cap
requirements)
Residential:
9% trip
reduction over
ITE trip
generation
rates for mid-
rise multi-
family
residential
• Each parcel must
maintain a separate TDM
program
Non-residential:
• TMA membership for life
of the project
• On-site transportation
coordinator
• TDM program marketing
and information
• Flexible, alternative work
schedule program
• Telecommute program
• Guaranteed Ride Home
program
• Shuttle services
• Bicycle parking and end
of trip facilities
• Bicycle self-repair
stations
• Rideshare and bikeshare
matching services
Residential:
• TMA membership for life
of the project
• Bicycle parking
• On-site bikeshare
• Common, collaborative
workspaces with WiFi (for
Separate TDM
monitoring reports
must be submitted
to the City for each
respective
building/parcel; or a
collection of
buildings/parcels
within the Master
Plan area held in the
same ownership, so
long as each
individual
building/parcel
monitoring is
reported on
separately for
compliance.
First report due on
December 1, one
year after granting
of the C/O (and then
annually on
December 1):
Nonresidential:
• Document
effectiveness of
the TDM
program in
Nonresidential:
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty in the
maximum amount of
One Hundred Thousand
Dollars ($100,000) for
the first percentage
point above the vehicle
trip cap of 1,097 a.m.
peak hour trips and 952
p.m. peak hour trips and
an additional Fifty
Thousand Dollars
($50,000) for each
additional percentage
point above thereafter
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Draft Existing Conditions Report
buildings with over 100
units)
• Alternative
transportation incentives
(e.g., subsidized transit
passes, bike-share,
unbundled parking)
• Support Safe Routes to
Schools programs
• Site design to further
alternative modes of
travel (e.g., orient
buildings towards
sidewalks, transit stops,
etc.; provide conveniently
located ride-share drop-
off and waiting areas)
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Residential:
• Document
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Parking survey
conducted by a
third party and
paid for by the
property
owner(s) or
their
representative
including
parking counts
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Draft Existing Conditions Report
to measure
peak parking
demand and
resulting
parking rate
North
Bayshore
North Bayshore
Master Plan (Google
LLC)
Master Plan
• 7,000
residential
units
• 233,990
square feet
retail space
• 3.14 million
square feet
office space
Nonresidential:
35% SOV
mode-share
target
Hotels:
45% SOV Rate
Nonresidential:
• TMA membership for life
of the project
• On-site employee
transportation
coordinator
• Flexible, alternative work
schedule program
• Guaranteed Ride Home
program
• Shuttle services
• Bicycle parking and end-
of-trip facilities
• Bicycle self-repair
stations
• Rideshare and
bikematching services
• Site design to further
alternative modes of
travel (e.g., orient
buildings towards
sidewalks, transit stops,
etc.; provide conveniently
located ride-share drop-
off and waiting areas)
Hotels:
• TMA membership for the
life of the project
• On-site employee
transportation
coordinator
Nonresidential:
First report due on
December 1, one
year after granting
of the C/O (and then
annually on
December 1):
• Documenting
effectiveness of
the TDM
program in
achieving
target, to be
prepared by an
independent
consultant and
paid for by
property
owner/tenant
• Employee
commute
survey
(commute
methods)
• Driveway traffic
counts
Residential:
• Parking Study,
to be completed
by a traffic
engineer, which
shall include a
strategy for
Nonresidential/Hotels:
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: City may
assess a penalty in the
maximum amount of
One Hundred Thousand
Dollars ($100,000) for
the first percentage
point above the
specified Master Plan
Office Trip Cap and an
additional Fifty
Thousand Dollars
($50,000) for each
additional percentage
point above thereafter
Residential:
Target not achieved
year 1: describe
additional measures that
will be adopted to attain
target.
Target not achieved
subsequent years/ late
annual report: the City
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Draft Existing Conditions Report
• TDM program marketing
and information
• Guaranteed Ride Home
program
• Shuttle services
• Bicycle parking and end
of trip facilities
• On-site bikeshare
• Priority carpool/ vanpool
parking
• Rideshare matching
services
Residential:
• TMA membership for the
life of the project.
• On-site carshare spaces
• Short-term bike parking
• Unbundle parking for
market-rate housing
monitoring,
reporting, and
ultimately
eliminating and
converting
excess parking
spaces over
time so the
project will
meet the
Master Plan’s
proposed
residential
parking
standards.
may assess a penalty in
the maximum amount of
Twenty Five Thousand
Dollars ($25,000) to Fifty
Thousand Dollars
($50,000) (depending on
the number of units) for
the first percentage
point above the
specified project vehicle
trip cap and an
additional Ten Thousand
Dollars ($10,000) to
Twenty Five Thousand
Dollars ($25,000) for
each additional
percentage point above
thereafter
Table 2 provides an overview of the various TDM measures that are required throughout the city and the respective sites that are required to implement the measures.
Table 2. Summary of TDM Measures and Subject Sites
TDM Measure List of
Sites
Required
to
Implement
Land Use
Type
Size Precise Plan Area TDM Performance Standard(s)
Bikeshare 100 Aspen
Way
Mixed Use • 632 residential units
• 20,000 square feet
commercial space
San Antonio 8% peak-hour trip reduction
1001 N
Shoreline
Blvd
Office 111,443 square feet n/a 20% peak-hour trip reduction 58 of 82
Draft Existing Conditions Report
1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
• 231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction 2600
Marine
Way
Office 364,000 square feet North Bayshore 35% peak-period trip reduction 600
National
Avenue
Office 140,654 square feet East Whisman 20% peak-hour trip reduction 625-685
Clyde Ave
Office Two 192,755 square foot
buildings
South Whisman 20% peak-hour trip reduction
Middlefield
Park
Master
Plan
• 1,900 residential
units
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
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Draft Existing Conditions Report
Master
Plan
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
• 3.14 million square
feet office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
Carshare 100 Aspen
Way
Mixed Use 632 residential units
20,000 square feet
commercial space
San Antonio 8% peak-hour trip reduction
2268 W El
Camino
Real
Multi-
family
residential
204 residential units
El Camino Real 4% peak-hour trip reduction
400 San
Antonio
Mixed Use • 583 residential units
• 11,171 commercial
space
San Antonio 8% peak-hour trip reduction
625-685
Clyde Ave
Office Two 192,755 square foot
buildings
South Whisman 20% peak-hour trip reduction
801 W El
Camino
Real
Mixed Use • 164 residential units
• 10,800 square feet
commercial space
n/a 4% peak-hour trip reduction
Flexible
work/telecommuting
1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
• 231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
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Draft Existing Conditions Report
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction 756
California
Street
Commercial 6,997 square feet (retail
and office)
Downtown 20% peak-hour trip reduction / 15 a.m. peak-
hour trips and 18 p.m. peak-hour trips
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
• 3.14 million square
feet office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
Priority
vanpool/carpool
parking
1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
• 231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
61 of 82
Draft Existing Conditions Report
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
• 3.14 million square
feet office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
Shuttle service 1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
62 of 82
Draft Existing Conditions Report
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction 2300 W El
Camino
Hotel 75,824 square feet (157
rooms)
El Camino Real 4% peak-hour trip reduction
2500 Grant
Road
Campus
update at
El Camino
Hospital
• New 2-story (56,000
square feet
behavioral health
services building)
• New 7-story
(265,000 square
feet integrated
medical office
building)
El Camino Medical
Park
10% peak-period trip reduction
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
63 of 82
Draft Existing Conditions Report
• 3.14 million square
feet office space
45% SOV Rate
TMA membership 100 Aspen
Way
Mixed Use 632 residential units
20,000 square feet
commercial space
San Antonio 8% peak-hour trip reduction
1001 N
Shoreline
Blvd
Office 111,443 square feet n/a 20% peak-hour trip reduction 1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
• 231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction 2268 W El
Camino
Real
Multi-
family
residential
204 residential units El Camino Real 4% peak-hour trip reduction 64 of 82
Draft Existing Conditions Report
2300 W El
Camino
Hotel 75,824 square feet (157
rooms)
El Camino Real 4% peak-hour trip reduction
2500 Grant
Road
Campus
update at
El Camino
Hospital
• New 2-story (56,000
square feet
behavioral health
services building)
• New 7-story
(265,000 square
feet integrated
medical office
building)
El Camino Medical
Park
10% peak-period trip reduction
2600
Marine
Way
Office 364,000 square feet North Bayshore 35% peak-period trip reduction 2700 W El
Camino
Real
Mixed-Use • 211 residential units
• 2,000 square feet
commercial space
El Camino 4% peak-hour trip reduction
400 San
Antonio
Mixed-Use • 583 residential units
• 11,171 commercial
space
San Antonio 8% peak-hour trip reduction
529-569
East Evelyn
Multi-
family
residential
471 residential units n/a 5% peak-hour trip reduction
555 W
Middlefield
Road
Multi-
family
residential
725 residential units n/a 10% peak-hour trip reduction 580-620
Clyde Ave
Office
178,477 square feet n/a 20% peak-hour trip reduction
590 Castro
Street
Commercial 105,264 square feet Downtown 20% peak-hour trip reduction 600
National
Avenue
Office 140,654 square feet East Whisman 20% peak-hour trip reduction 65 of 82
Draft Existing Conditions Report
625-685
Clyde Ave
Office Two 192,755 square foot
buildings
South Whisman 20% peak-hour trip reduction
700-800 E
Middlefield
Road
Office Three buildings totaling
612, 033 square feet
East Whisman 22% peak-hour trip reduction
777 W
Middlefield
Road
Multi-
family
residential
716 residential units n/a 6% peak-hour trip reduction
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
• 3.14 million square
feet office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
Transit
subsidies/passes
100 Aspen
Way
Mixed Use 632 residential units
20,000 square feet
commercial space
San Antonio 8% peak-hour trip reduction
1001 N
Shoreline
Blvd
Office 111,443 square feet n/a 20% peak-hour trip reduction 1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 2268 W El
Camino
Real
Multi-
family
residential
204 residential units El Camino Real 4% peak-hour trip reduction 2300 W El
Camino
Hotel 75,824 square feet (157
rooms)
El Camino Real 4% peak-hour trip reduction
66 of 82
Draft Existing Conditions Report
2500 Grant
Road
Campus
update at
El Camino
Hospital
• New 2-story (56,000
square feet
behavioral health
services building)
• New 7-story
(265,000 square
feet integrated
medical office
building)
El Camino Medical
Park
10% peak-period trip reduction
2600
Marine
Way
Office 364,000 square feet North Bayshore 35% peak-period trip reduction 2700 W El
Camino
Real
Mixed-Use • 211 residential units
2,000 square feet
commercial space
El Camino 4% peak-hour trip reduction
400 San
Antonio
Mixed-Use • 583 residential units
• 11,171 commercial
space
San Antonio 8% peak-hour trip reduction
529-569
East Evelyn
Multi-
family
residential
471 residential units n/a 5% peak-hour trip reduction
580-620
Clyde Ave
Office
178,477 square feet n/a 20% peak-hour trip reduction
590 Castro
Street
Commercial 105,264 square feet Downtown 20% peak-hour trip reduction 600
National
Avenue
Office 140,654 square feet East Whisman 20% peak-hour trip reduction 625-685
Clyde Ave
Office Two 192,755 square foot
buildings
South Whisman 20% peak-hour trip reduction
756
California
Street
Commercial 6,997 square feet (retail
and office)
Downtown 20% peak-hour trip reduction / 15 a.m. peak-
hour trips and 18 p.m. peak-hour trips
67 of 82
Draft Existing Conditions Report
777 W
Middlefield
Road
Multi-
family
residential
716 residential units n/a 6% peak-hour trip reduction
801 W El
Camino
Real
Mixed-Use • 164 residential units
• 10,800 square feet
commercial space
n/a 4% peak-hour trip reduction
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
On-site Transportation
Coordinator/
Commute Coordinator
100 Aspen
Way
Mixed Use 632 residential units
20,000 square feet
commercial space
San Antonio 8% peak-hour trip reduction
1001 N
Shoreline
Blvd
Office 111,443 square feet n/a 20% peak-hour trip reduction 1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 68 of 82
Draft Existing Conditions Report
1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction 2268 W El
Camino
Real
Multi-
family
residential
204 residential units El Camino Real 4% peak-hour trip reduction 2500 Grant
Road
Campus
update at
El Camino
Hospital
• New 2-story (56,000
square feet
behavioral health
services building)
• New 7-story
(265,000 square
feet integrated
medical office
building)
El Camino Medical
Park
10% peak-period trip reduction
2600
Marine
Way
Office • 364,000 square feet North Bayshore 35% peak-period trip reduction 2700 W El
Camino
Real
Mixed-Use • 211 residential units
• 2,000 square feet
commercial space
El Camino 4% peak-hour trip reduction
400 San
Antonio
Mixed-Use • 583 residential units
• 11,171 commercial
space
San Antonio 8% peak-hour trip reduction
529-569
East Evelyn
Multi-
family
residential
• 471 residential units n/a 5% peak-hour trip reduction 555 W
Middlefield
Road
Multi-
family
residential
• 725 residential units n/a 10% peak-hour trip reduction 69 of 82
Draft Existing Conditions Report
580-620
Clyde Ave
Office
• 178,477 square feet n/a 20% peak-hour trip reduction
590 Castro
Street
Commercial • 105,264 square feet Downtown 20% peak-hour trip reduction 600
National
Avenue
Office • 140,654 square feet East Whisman 20% peak-hour trip reduction 625-685
Clyde Ave
Office Two 192,755 square foot
buildings
•
South Whisman 20% peak-hour trip reduction
756
California
Street
Commercial 6,997 square feet (retail
and office)
Downtown 20% peak-hour trip reduction / 15 a.m. peak-
hour trips and 18 p.m. peak-hour trips
777 W
Middlefield
Road
Multi-
family
residential
716 residential units n/a 6% peak-hour trip reduction
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
• 3.14 million square
feet office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
TDM
marketing/information
100 Aspen
Way
Mixed Use 632 residential units
20,000 square feet
commercial space
San Antonio 8% peak-hour trip reduction
70 of 82
Draft Existing Conditions Report
1001 N
Shoreline
Blvd
Office 111,443 square feet n/a 20% peak-hour trip reduction 1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
• 231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction 2268 W El
Camino
Real
Multi-
family
residential
204 residential units El Camino Real 4% peak-hour trip reduction 2600
Marine
Way
Office 364,000 square feet North Bayshore 35% peak-period trip reduction 2700 W El
Camino
Real
Mixed-Use • 211 residential units
• 2,000 square feet
commercial space
El Camino 4% peak-hour trip reduction
71 of 82
Draft Existing Conditions Report
400 San
Antonio
Mixed-Use • 583 residential units
• 11,171 commercial
space
San Antonio 8% peak-hour trip reduction
529-569
East Evelyn
Multi-
family
residential
471 residential units n/a 5% peak-hour trip reduction
555 W
Middlefield
Road
Multi-
family
residential
725 residential units n/a 10% peak-hour trip reduction 590 Castro
Street
Commercial 105,264 square feet Downtown 20% peak-hour trip reduction 600
National
Avenue
Office 140,654 square feet East Whisman 20% peak-hour trip reduction 625-685
Clyde Ave
Office Two 192,755 square foot
buildings
South Whisman 20% peak-hour trip reduction
756
California
Street
Commercial 6,997 square feet (retail
and office)
Downtown 20% peak-hour trip reduction / 15 a.m. peak-
hour trips and 18 p.m. peak-hour trips
777 W
Middlefield
Road
Multi-
family
residential
716 residential units n/a 6% peak-hour trip reduction
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
• 3.14 million square
feet office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
72 of 82
Draft Existing Conditions Report
Guaranteed Ride
Home program
1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
• 231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction 756
California
Street
Commercial 6,997 square feet (retail
and office)
Downtown 20% peak-hour trip reduction / 15 a.m. peak-
hour trips and 18 p.m. peak-hour trips
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
• 7,000 residential
units
North Bayshore Nonresidential:
35% SOV mode-share target
73 of 82
Draft Existing Conditions Report
Master
Plan
• 233,990 square feet
retail space
• 3.14 million square
feet office space
Hotels:
45% SOV Rate
Bike parking and end
of trip facilities
1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
• 231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction 555 W
Middlefield
Road
Multi-
family
residential
725 residential units n/a 10% peak-hour trip reduction 590 Castro
Street
Commercial 105,264 square feet Downtown 20% peak-hour trip reduction 756
California
Street
Commercial 6,997 square feet (retail
and office)
Downtown 20% peak-hour trip reduction / 15 a.m. peak-
hour trips and 18 p.m. peak-hour trips
74 of 82
Draft Existing Conditions Report
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
• 3.14 million square
feet office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
Bicycle self-repair
stations
555 W
Middlefield
Road
Multi-
family
residential
• 725 residential units n/a 10% peak-hour trip reduction Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
3.14 million square feet
office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
Bikematching services Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
75 of 82
Draft Existing Conditions Report
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
3.14 million square feet
office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
Support Safe Routes to
Schools programs
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
Rideshare matching 1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction 1255 Pear Mixed-Use • 635 residential units
• 231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
1625 N
Shoreline
Blvd
Hotel 104,750 square feet (200
rooms)
North Bayshore 188 inbound vehicle trips during morning peak period
1625
Plymouth
Office 224,508 square feet North Bayshore 48% peak-hour trip reduction 1860-2159
Landings
Drive
Office 799,482 square feet North Bayshore 50% peak-hour vehicle trip reduction
1,058 a.m. peak-hour trips
866 p.m. peak-hour trips
76 of 82
Draft Existing Conditions Report
2000 N
Shoreline
Blvd
Office
595,000 square feet North Bayshore 50% peak-hour trip reduction 2700 W El
Camino
Real
Mixed-Use • 211 residential units
2,000 square feet
commercial space
El Camino 4% peak-hour trip reduction
529-569
East Evelyn
Multi-
family
residential
471 residential units n/a 5% peak-hour trip reduction
756
California
Street
Commercial 6,997 square feet (retail
and office)
Downtown 20% peak-hour trip reduction / 15 a.m. peak-
hour trips and 18 p.m. peak-hour trips
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
n/a Non-residential: 1,097 a.m. peak-hour trips and
952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
• 3.14 million square
feet office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
Dedicated carshare
parking
1255 Pear Mixed-Use • 635 residential units
• 231,210 square feet
office space
North Bayshore Office:
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
77 of 82
Draft Existing Conditions Report
2700 W El
Camino
Real
Mixed-Use • 211 residential units
• 2,000 square feet
commercial space
El Camino 4% peak-hour trip reduction
529-569
East Evelyn
Multi-
family
residential
471 residential units n/a 5% peak-hour trip reduction
555 W
Middlefield
Road
Multi-
family
residential
725 residential units n/a 10% peak-hour trip reduction 777 W
Middlefield
Road
Multi-
family
residential
716 residential units n/a 6% peak-hour trip reduction
801 W El
Camino
Real
Mixed-Use • 164 residential units
• 10,800 square feet
commercial space
n/a 4% peak-hour trip reduction
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
• 3.14 million square
feet office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
Alternative
transportation
subsidies
777 W
Middlefield
Road
Multi-
family
residential
716 residential units n/a 6% peak-hour trip reduction
1045-1085
La Avenida
Office 643,680 square feet North Bayshore 50% peak-hour trip reduction Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
50,000 square feet
commercial space
n/a Non-residential: 1,097 a.m. peak-hour trips and
952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
Unbundled parking 1255 Pear Mixed-Use • 635 residential units North Bayshore Office:
78 of 82
Draft Existing Conditions Report
231,210 square feet
office space
45% SOV mode share, 10% carpool mode share
(332 AM peak hour trips and 298 PM peak hour
trips)
Residential:
134 AM peak hour trips and 192 PM peak hour
trips (based on parking ratio of 0.69 parking
spaces per unit)
North
Bayshore
Master
Plan
Master
Plan
• 7,000 residential
units
• 233,990 square feet
retail space
3.14 million square feet
office space
North Bayshore Nonresidential:
35% SOV mode-share target
Hotels:
45% SOV Rate
On-site conference
room/business center
2268 W El
Camino
Real
Multi-
family
residential
204 residential units El Camino Real 4% peak-hour trip reduction 555 W
Middlefield
Road
Multi-
family
residential
725 residential units n/a 10% peak-hour trip reduction 777 W
Middlefield
Road
Multi-
family
residential
716 residential units n/a 6% peak-hour trip reduction
400 San
Antonio
Mixed-Use • 583 residential units
11,171 commercial
space
San Antonio 8% peak-hour trip reduction
Middlefield
Park
Master
Plan
Master
Plan
• 1,900 residential
units
• 1.3 million square
feet office/R&D
• 50,000 square feet
commercial space
East Whisman Non-residential: 1,097 a.m. peak-hour trips and 952 p.m. peak hour trips (per East Whisman
areawide trip cap requirements)
Residential:
9% trip reduction over ITE trip generation rates
for mid-rise multi-family residential
Wi-Fi lounge 2700 W El
Camino
Real
Mixed-Use • 211 residential units
• 2,000 square feet
commercial space
El Camino 4% peak-hour trip reduction
79 of 82
Draft Existing Conditions Report
529-569
East Evelyn
Multi-
family
residential
471 residential units n/a 5% peak-hour trip reduction
EXHIBIT 1
80 of 82
Draft Existing
Conditions Report
Attachment 7: Inventory of Annual TDM Reports (2022)
This attachment provides an overview of the Annual TDM Reports submitted to the city for reporting year 2022. Three Annual TDM Reports (for year 2022) were reviewed for the purposes of this memo.14 The Annual TDM Reports for 1001 N. Shoreline Boulevard and 1625 Plymouth Street were prepared by a consultant and include the information specified in the City’s Sample Annual TDM Report Template, with the exception of the provision of mode share survey results in the appendices. The Annual TDM Report for 2600 Marine Way does not specify whether it was prepared by a consultant (which is a requirement specified in the CoAs).
Furthermore, the report does not include the required TDM monitoring data such as driveway counts and employee mode share survey results and as such it cannot be determined whether the property was able to achieve its TDM Performance Standard for 2022.
Table 1. Inventory of TDM Annual Reports
Property
Address &
Year of Report
TDM Measures Discussed in Report Compliance with Required TDM Measures j ’ s)
1001 N.
Shoreline
Boulevard
(Google), 2022
• Transit proximity and pedestrian connectivity
to transit
• Priority parking for carpools/vanpools
• EV charging stations
• On-site pedestrian amenities
• Connections to regional bicycle facilities
• Bicycle sharing
• Long-term bicycle parking
• Short-term bicycle parking
• Showers and secure clothes locker room
• Passenger loading area
• Commute resource kiosk
• Google transportation team
• VIA2G microtransit
• Shuttles
• Commuter bike on-ramp program
• E-bike scoot program
• Telecommuting/flexible work schedule
program
• Marketing of TDM programs to employees
• Parking management program
• Pre-tax commuter benefits
• Public transit subsidy program
• On-site bicycle repair facilities
• Bike buddy program
• Car sharing
• G-ride on-demand services
• Project amenities
• TMA membership
Yes
Measures specified in the CoAs:
• TMA membership for life of the project
• Transit subsidy and/or transit passes to
all employees for the life of the project
• On-site commute coordinator
• On-site transportation and commute
information desk/ kiosk
• Purchase and maintain 10 bicycles on-site
for employee use and access
Report Contents
• Site Conditions
• TDM Measures
• TDM Monitoring Requirements
- Project Trip Generation
- Data Collection (vehicle and
person trip counts)
- Employee Commute Survey
(Employee mode share)
• TDM Monitoring Results
- Observed commute mode share
- Vehicle trip counts
• Conclusion
• Attachment: Driveway Tube Counts
14 The three Annual TDM Reports were provided by City staff to be reviewed for this memo. 81 of 82
Draft Existing Conditions Report
• Attachment: Manual Counts
1625
Plymouth
Street
(Google), 2022
• Transit proximity and pedestrian connectivity
to transit
• Priority parking for carpools/vanpools
• EV charging stations
• On-site pedestrian amenities
• Connections to regional bicycle facilities
• Bicycle sharing
• Long-term bicycle parking
• Short-term bicycle parking
• Showers and secure clothes locker room
• Google transportation team
• VIA2G microtransit
• Shuttles
• Commuter bike on-ramp program
• E-bike scoot program
• Telecommuting/flexible work schedule
program
• Marketing of TDM programs to employees
• Parking management program
• Pre-tax commuter benefits
• Public transit subsidy program
• On-site bicycle repair facilities
• Bike buddy program
• Car sharing
• G-ride on-demand services
• Project amenities
• TMA membership
Compliance with Required TDM Measures
(as j ’
Yes
Measures specified in the CoAs:
• Priority vanpool/carpool parking
• Onsite employee transportation
coordinator
• Bicycle parking and end of trip facilities
• Shared bicycles
• Telecommuting/flexible work program
• Guaranteed ride home program
• Membership in the TMA
• Carpool matching
• Shuttle services
• Marketing of TDM programs
Report Contents
• Site Conditions
• TDM Measures
• TDM Monitoring Requirements
- Project Trip Generation
- Data Collection (vehicle and
person trip counts)
- Employee Commute Survey
(Employee mode share)
• TDM Monitoring Results
- Observed commute mode share
- Vehicle trip counts
• Conclusion
• Attachment: Driveway Tube Counts
• Attachment: Manual Counts
82 of 82
Draft Existing Conditions Report
2600 Marine
Way (Intuit),
2022
• Priority carpool/vanpool parking
• On-site transportation coordinator
• Bicycle parking, shower and changing facilities
• Bike sharing
• Telecommute/flexible work schedule program
• Guaranteed Ride Home program
• TMA membership
• Rideshare matching services
• Shuttle services
• Marketing and information
• Pre-tax commuter benefits
• Carpools
• Subsidized/free transit passes
• Wellness program and bikes
• Commuter shuttle services
• EV Charging
Compliance with Required TDM Measures
(as specified in the j ’
Yes
Measures specified in the CoAs:
• TMA membership for the life of the
project
• Transit subsidy and/or transit passes to
interested employees, for the life of the
project
• Onsite commute coordinator
• On-site transportation and commute
information desk/kiosk
• Bike share (minimum of 20 bicycles)
Report Contents
• Baseline TDM Program List and
Descriptions