Agenda packet — Palo Alto City Council, June 18, 2024 (part 4 of 6)

Page Chapter/Section Type Staﬀ Recommended Change Reason for Change 80 Chapter 4,
Section 4.4 (Park
Boulevard)
Figure Modify Figure 60 to show separated bike lane
with bollards or plants
Making the bike facility consistent with Chapter 2
of the NVCAP
82 Chapter 4,
Section 4.4 (Olive
Avenue)
Text Text modiﬁcation for Frontage/Setback row for
Olive Ave Street Design between Park Boulevard
and Ash Street: “Southern Edge: 12.5 10 Feet
from Property Line”

Text modiﬁcation for Frontage/Setback row for
Olive Ave Street Design between Ash Street and
El Camino Real: “Northern Edge: 12.5 10 Feet
from Property Line
Southern Edge: 10 Feet from Property Line”
Reﬂection changes to the zoning ordinance per
ARB comments (no more than 10 feet for any
street yard setback)
82 Chapter 4,
Section 4.4 (Olive
Avenue)
Figure Modify Figures 61 and 62 to show setback
distance from 12.5’ to 10’
Reﬂection changes to the zoning ordinance per
ARB comments (no more than 10 feet for any
street yard setback)
82 Chapter 4,
Section 4.4 (Ash
Street)
Figure Flip the Figure 63 to have the shared path on the eastern edge
The direction of travel for bicycles and the
proposed changes to the street sections requires
a change in the location of the shared path
89 Chapter 4,
Section 4.4 (Pepper
Avenue)
Figure Modify Figure 66 to:
- Change the distance of tree bed to 4.5’
for both side of the street
- Change the distance for clear walkway to
5 feet (from a total of 9’ – 4.5’ + 3.5’) for
both side of the street
Minimizing interruption to the private street and
making the sidewalk (clear walkway) at its
minimum at 5 feet (ADA requirement). The
distance for tree beds have been changed to 4.5
feet to accommodate the change.
88 Chapter 4,
Section 4.4 (Pepper
Avenue)
Text Modify Table 11 to:
- Change the frontage/setback to 10’
- Change the pedestrian clear zone to 5’
- Change the landscape/furniture zone to

4.5 feet for both northern/southern
edge
94 Chapter 4, Text Modify Landscape/Furniture Zone row of Table 13 to 9.5 feet from 7.5 feet
Correcting the landscape/furniture zone distance
to ensure the total street width is 27.5 feet
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Page Chapter/Section Type Staﬀ Recommended Change Reason for Change Section 4.4
(Lambert Avenue)
94 Chapter 4,
Section 4.4
(Lambert Avenue)
Figure Modify Figure 70 to show the clear walkway
distance to 8 feet (from 10 feet) and the tree bed
distance to 9.5 feet (from 7.5 feet)
Correcting distances to ensure the total street
width is 27.5 feet
95 Chapter 4,
Section 4.4 (El
Camino Real)
Figure Modify Figure 71 to replace tree bed with tree
grate without grass, similar to South El Camino
Real Design Guidelines, Page 24
Making El Camino Real consistent with other
sections
95 Chapter 4,
Section 4.4 (El
Camino Real)
Text Text modiﬁcation for Frontage/Setback row:

Minimum 5 Feet
Maximum 10 Feet
0 - 10 feet to create an 8 - 12-foot eﬀective
sidewalk width
Making consistent with the current El Camino
Real street yard setback and making it consistent
with the proposed NVCAP zoning ordinance
information
96 Chapter 4,
Section 4.4 (Page
Mill Road)
Text Text modiﬁcation for Frontage/Setback row:

Minimum 5 Feet
Maximum 10 Feet
0 - 10 feet to create an 8 - 12-foot eﬀective
sidewalk width
Making it consistent with the proposed NVCAP
zoning ordinance information
96 Chapter 4,
Section 4.4 (Page
Mill Road)
Figure Flip Figure 72 to have the building on the right side
The street section illustration is showing the
ﬂipped image of the actual conditions (building
on the right side)
102 Chapter 4, Section

4.6 Text Add the following text to 4.6.3:
“No more than 10 percent of new surface
parking shall be allowed within the plan area.

Where new buildings are not proposed, existing
surface parking spaces can remain to support
remaining commercial oﬃces.”
While discouraging surface parking within the
plan area, providing some ﬂexibility
117 Chapter 6,
Section 6.1
Figure The 55 feet height area on the Portage Avenue
side of the block between Ash Street, Lambert
Avenue, and Park Boulevard to be removed
The height area with 55’ height limit is a NV-PF
zone. It is reﬂecting the maximum height limit for
100% aﬀordable housing projects in NV-PF zone.

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Page Chapter/Section Type Staﬀ Recommended Change Reason for Change 117 Chapter 6,
Section 6.1
Figure Reﬂect the height increase:
- 35’ between Olive Ave and Portage Ave
to 45’
- 45’ to 55’
- 55’ to 65’
- Remove 55’ block abutting near the
green park area
Modiﬁed to accommodate the ARB feedback
(which had higher height for NV-R3 and NV-
MXM) but reduced to the staﬀ recommended
changes to minimize impact to the abutting low
density residential areas.
72 Chapter 4,
Section 4.3
Text Add the following text to the past paragraph on
page 72:
“The NVCAP prioritizes well-designed gateway
intersections, but acknowledges speciﬁc design
details will be subject to future City-led eﬀorts,
ensuring ﬂexibility and integration with evolving
needs. Broader and more comprehensive
analyses and engineering of gateway
intersections is required to ﬁnalize design
recommendations. This includes, but may not be
limited to, an Intersection Safety and
Operational Assessment Process (ISOAP) to
identify the optimal design strategies for
intersection types, geometry, and traﬃc control
at gateway intersections.”
Modiﬁcation to address a comment from
Caltrans on the Draft SEIR (Comment B.2)
43,
51,
and
107
Figure 36, Figure
42, and Figure 75
Figure Modiﬁed ﬁgure to show one creek crossing Modiﬁcations to address a comment from Santa Clara Valley Water District on the Draft SEIR
(Comment D.19)
108 Chapter 5,
Section 5.1
Text Add the following text to Guidelines 5.1.7:
“5.1.7 Native Plantings
Where possible, pollinator friendly native plants
should be incorporated. Refer to Valley Water’s
Guidelines & Standards for Land Use Near
Streams Chapter 4 (Design Guides for Guidelines
Modiﬁcation to address a comment from Santa
Clara Valley Water District on the Draft SEIR
(Comment D.22)
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Page Chapter/Section Type Staﬀ Recommended Change Reason for Change and Standards) for the placement of native
plants along the creek.”
112 Chapter 5
Section 5.2
Text Modify the Standard 5.2.7 language:
“5.2.7 Floodwalls or Retaining Walls
Concrete ﬂoodwalls or retaining walls shall be
designed to allow for vegetation to the extent
feasible.”
Modiﬁcation to address a comment from Santa
Clara Valley Water District on the Draft SEIR
(Comment D.24)
42-43 Chapter 2,
Section 2.4
Figure Figure updated to reﬂect the correct ½ mile
buﬀer on the map
Removed other buﬀers for clarity and corrected
the ½ mile buﬀer

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North V entura
Coordinated Area Plan
Draft Plan: March 2024
June 2024 Clean Version
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North Ventura
Coordinated Area Plan
Acknowledgments
City staff along Working Group members and consultants started working on the North Ventura Coordinated Area Plan (NVCAP) in 2018. Thanks to all the Working Group members, City Council, boards and commission members, and members of the public who contributed their expertise, guidance, ideas, and feedback towards this Plan. Staff looks forward to working together on the implementation of this Plan.

NVCAP WORKING GROUP MEMBERS
Angela Dellaporta (Co Chair) G ail Price (Co Chair) Kir sten Flynn Terry Holzemer Heather Rosen Lund Smith
Yunan Song Tim Steele Siyi Zhang
Alexander Lew Keith Reckdahl Doria Summa
Waldemar Kaczmarski L akiba Pittman

CORE TEAM
Jonathan Lait Dir ector of Planning and Development Services Kelly Cha S enior Planner, Project Manager, Planning and Development Services Coleman Frick Princ ipal Planner, Planning and Development Services Claire Raybould Princ ipal Planner, Planning and Development Services Chitra Moitra Planner , Planning and Development Services Sylvia Star-Lack T ransportation Planning Manager, Office of Transportation Shrupath Pate T ransportation Planner, Office of Transportation Charlie Coles S enior Transportation Planner, Office of Transportation Jessica Setiawan S enior Business Analyst, Planning and Development Services Rachael Tanner A ssitant Director, Planning and Development Services (former) Clare Campbell L ong-Range Planning Manager, Planning and Development Services (former) Elena Lee Pr oject Manager, Planning and Development Services (former) Sheldon S. Ah Sing Pr oject Manager, Planning and Development Services (former)

SPECIAL THANKS TO SPECIAL THANKS TO
The City’s North Ventura Coordinated Area Plan was made possible with funding provided by Valley Transportation Authority (VTA)’s Priority Development Area (PDA) Planning Grant and private funds from Sobrato Organization.

CONSULTANT AND CONTRIBUTORS
Perkins & Will, Primary Consultant
Arup, Mobility
Strategic Economics, Economic Study
BKF, Infrastructure
Plan to Place, Engagement
WRA, Environmental Consultants, Matadero Creek Study
Page & Turnbull, Historic Preservation Consultants
David J Powers and Associates, Environmental Consultants and Planners Item 11
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Contents
EXECUTIVE SUMMARY 1
4CHAPTER 1: INTRODUCTION

1.1 The C ontext

1.2 The Plan Ar ea

1.3 The Pr oject Goals

1.4 The Pr oject Objectives

1.5 Cit ywide Planning

1.6 R egional and Statewide Planning

1.7 The C ommunity Process
28 114
CHAPTER 2: THE VISION

2.1 Pr eferred Plan

2.2 L and Use

2.3 Gr ound Floor Edges

2.4 Mobility

2.5 E cology and Sustainability

2.6 Urb an Form
CHAPTER 3: PUBLIC REALM

3.1 Side walk Zone

3.2 Traffic Lanes and Intersections

3.3 Green Infrastructure

3.4 Paving

3.5 Ext erior Lighting

3.6 Wayfinding

3.7 P ublic Art
56 126
68 CHAPTER 5: PARKS

5.1 P ublic Park

5.2 Mat adero Creek
CHAPTER 6: BUILDINGS

6.1 Building Heigh ts and Massing

6.2 R etail and Active Frontages

6.3 P ortage Avenue Frontages

6.4 R esidential Frontages

6.5 Sust ainable Design
CHAPTER 7: IMPLEMENTATION

7.1 De velopment Standards

7.2 R eview Process

7.3 Implementation Actions

7.4 F unding and Financing Strategy
CHAPTER 4: STREETS

4.1 P edestrian Realm

4.2 Bik e Network

4.3 Gateway Intersections

4.4 Str eet Sections

4.5 T ransit Access

4.6 V ehicle Circulation and Parking

4.7 T ransportation Demand
Management

APPENDIX
A1 Exist ing Conditions Memo
A2 Traffic Modelling
104
v North Ventura Coordinated Area Plan vi
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EXECUTIVE SUMMARY
CHAPTER 1: INTRODUCTION
Figures
Figure 1 Pho tograph of architect Mike Lyzwa hold-
ing a model of a proposed building at the
intersection of Page Mill Road and Park
Boulevard, circa 1984, xii. Credit: Palo Alto
Historical Association.

Figure 2 Pho tograph of the Cannery monitor roof
supergraphic on the former Fry’s site, 3.

Credit: Perkins&Will
Figure 3 Bir d’s eye photograph of the NVCAP
Plan Area circa 1957, 4. Credit: Palo Alto
Historical Association.

Figure 4 Priorit y Development Areas (PDA) in the
Bay Area, 7.

Figure 5 Mat adero Creek Existing Conditions, 8.

Credit: Perkins&Will
Figure 6 F ormer Cannery Building Existing
Conditions, 8. Credit: Perkins&Will
Figure 7 Exist ing Conditions of the NVCAP
Plan Area, 9.

Figure 8 Exist ing Zoning Districts of the NVCAP, 11.

Figure 9 Pho tographs of recent development,

12. Credit: Premier Properties, Level 10
Construction.

Figure 10 Concep tual Tentative Map for the 340
Portage Avenue Development
Figure 11 19 41 aerial photograph of the Sutter
Packing Company. Credit: Fairchild
Aerial Surveys, Flight C-7065, Frame 92,
Collection of UC Santa Barbara. Edited by
Page & Turnbull, 14.

Figure 12 G abled addition attached to the
southernmost monitor roof of 340 Portage
Avenue. View northeast. Credit: Page &
Turnbull, 14.

Figure 13 A p ortion of the southwest facade of the
former office building. Credit: Page &
Turnbull, 15.

Figure 14 Thomas F oon Chew with two foremen at
his canning plant in Alviso. Credit: Our
Town of Palo Alto, 15.

Figure 15 Sut ter Packing Plant, 1940. Credit: Palo Alto Historical Association, 15.

Figure 16 An illustr ative example of low-cost buffered bike lanes and intersection improvements,

17. Credit: Perkins&Will
Figure 17 Building 0 in S an Francisco, CA, an
example of mixed-income multi-family
apartments next to a public park, 17. Credit:

Perkins&Will
Figure 18 A br eakout discussion during the NVCAP
working group meeting, 19. Credit: City of
Palo Alto
Figure 19 D ocumenting feedback during a working
group design charrette, 19. Credit:

Perkins&Will
Figure 20 A w orksession during the NVCAP working
group meeting, 24. Credit: City of Palo Alto
Figure 21 A sk etching session and report back during
the NVCAP working group meeting, 26.

Credit: City of Palo Alto
Figure 22 A pr esentation during a community
workshop, 27. Credit: Perkins&Will
CHAPTER 2: THE VISION
Figure 23 The NV CAP Preferred Plan, 30.

Figure 24 NV CAP Land Use Framework, 32.

Figure 25 Ex ample of High-Density Mixed Use
Development in Palo Alto, 34 Credit:

Steinberg Architects
Figure 26 Ex ample of Medium Density Mixed Use
Development in Palo Alto, 34. Credit: BDE
Architecture
Figure 27 Ex ample of Low-Density Mixed Use
Development, 35 Credit: WHA
Figure 28 Ex ample of High-Density Residential
Development in Palo Alto, 35 Credit: Redfin
Figure 29 Ex ample of Medium Density Residential
Development in Palo Alto, 35. Credit:

Compass
Figure 30 Ex ample of Low-Density Resident
Development, 35 Credit: Google
Figure 31 The Clo udera Galactic HQ is located at 395
Page Mill Road, 36. Credit: Perkins&Will
Figure 32 NV CAP Ground Floor Edges Framework, 38.

Figure 33 Building lobbie s and other accessory
spaces to residential uses are considered
active uses, 40. Credit: Perkins&Will
Figure 34 Neighb orhood-serving retail along major
boulevards like El Camino Real, 41. Credit:

Bruce Damonte
Figure 35 R esidential stoops should be set back and
elevated to provide privacy for residents,

41. Credit: Perkins&Will
Figure 36 NV CAP Mobility Framework, 42.

Figure 37 NV CAP Pedestrian Network, 44.

Figure 38 Vie w of the Bell Street Woonerf in Seattle,
Washington, 45. Credit: Puget Sound
Business Journal
Figure 39 Bik e Facility Degree of Separation, 46.

Figure 40 NV CAP Bike Network Framework, 47.

Figure 41 NV CAP Vehicle and Parking Framework, 49.

Figure 42 NV CAP Ecology and Sustainability
Framework, 50.

Figure 43 A concep tual design for the future Public
park, 52.

Figure 44 An e xample of a restored creek in San Luis
Obispo, CA, 53. Credit: Food and Wine
Safari
Figure 45 An e xample of green infrastructure
integrated with street furnishings, 53.

Credit: AJ Landskap
Figure 46 NV CAP Urban Form Framework , 5 4.

Figure 47 In ternal streets have height allowances
that are conducive with missing middle
housing like townhomes, 56.

Credit: Perkins&Will
CHAPTER 3: PUBLIC REALM
Figure 48 The Side walk Zone, 58.

Figure 49 Bior etention, 61. Credit: City of Palo Alto
Figure 50 D ark sky compliant exterior light fixtures
helps mitigate light pollution and the
health of both humans and wildlife, 62.

Credit: Edgar Zacarias via Foursquare.

Figure 51 D ark sky compliant exterior light fixtures
helps mitigate light pollution and the
health of both humans and wildlife, 63.

Credit: Edgar Zacarias via Foursquare.

Figure 52 Neighb orhood map and directional
signage are effective wayfinding tools for
visitors to the NVCAP, 64.

Figure 53 An e xample of a recent public art installa-
tion, 65. Credit: Passages by Susan Zocco-
la.
vii North Ventura Coordinated Area Plan viii
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CHAPTER 4: STREETS
Figures
CHAPTER 5: PARKS
CHAPTER 6: BUILDINGS
CHAPTER 7: IMPLEMENTATION
Figure 54 Map o f Conceptual Gateway Intersection
Design Improvements, 72.

Figure 55 El Camino R eal and Page Mill Road Con-
ceptual Intersection Design, 73.

Figure 56 El Camino R eal and Olive Avenue Concep-
tual Intersection Design,74.

Figure 57 El Camino R eal, Hansen Way, Portage Ave-
nue Conceptual Intersection Design, 75.

Figure 58 L ambert Avenue and Ash Street Conceptu-
al Intersection Design, 76.

Figure 59 P ark Boulevard and Portage Avenue Con-
ceptual Intersection Design, 77.

Figure 60 T ypical Park Boulevard Section, 81.

Figure 61 T ypical Olive Avenue section between Park
Boulevard and Ash Street, 83.

Figure 62 T ypical Olive Avenue section between Ash
Street and El Camino Real, 83.

Figure 63 T ypical Ash Street section between Page
Mill Road and Olive Avenue, 85.

Figure 64 T ypical Ash Street section between Acacia
Avenue and Lambert Avenue, 85.

Figure 65 T ypical Acacia Avenue Section, 87.

Figure 66 T ypical Pepper Avenue Section, 89.

Figure 67 T ypical Portage Avenue section between
Park Boulevard and Ash Street, 91.

Figure 68 T ypical Portage Avenue section between
Ash Street and El Camino Real, 91,
Figure 69 Str eetscape elements like double row
of trees, textured pavement, pedestrian
scale lighting , and seating encourages
a low-carbon, welcoming neighborhood
environment, 93. Credit: SWA
Figure 70 T ypical Lambert Avenue Sidewalk Zone
Section, 94.

Figure 71 T ypical El Camino Real Sidewalk Zone
Section, 95.

Figure 72 T ypical Page Mill Road Sidewalk Zone
Section, 96.

Figure 73 T ypical mid-block connetion section, 99.

Figure 74 T ypical rear setback connection section, 99.

Figure 75 L ocation of Park Gateways and Circulation
Paths, 107.

Figure 76 An e xample of passive park programming,
109. Credit: Jennifer Tyner
Figure 77 An e xample of active park programming,
109. Credit: Daggett
Figure 78 The lo cation of the Matadero Creek buffer,
circulation, and gateways, 111.

Figure 79 The Mat adero Creek Channel is currently a
constrained concrete trapezoidal channel.,
112. Credit: Perkins&Will
Figure 80 A natur alized creek has the opportunity to
provide multi-use trails and habitat areas,
113. Credit: Food and Wine Safari
Figure 81 An e xample of a daylight plane
requirement for mixed-use development
stepping down to single family residential
neighborhoods, 116.

Figure 82 Allo wable Height Map, 117.

Figure 83 R etail ground floor provide adequate
floor to ceiling heights, transparency, and
signage, 118. Credit: David Baker Architects
Figure 84 Gr ound floors can create notches of
outdoor rooms to allow for lively spillover
of retail, 119 Credit: Bruce Damonte
Figure 85 A ctive ground floors provide openness,
transparency and a connection to the
street, 119 Credit: David Baker Architects
Figure 86 Gr ound floors treatments can emulate the
materiality, fenestration, and roof datum of
historic structures, 120. Credit: Connect CRA
Figure 87 Gr ound floor residential stoops can provide
privacy for residents, neighborhood
beautification, and stormwater
management, 121. Credit: Perkins&Will
Figure 88 Buidling r oofs can be multi-purpose,
including providing additional outdoor
space for residents, 124. Credit: Kirstin
Bucher
Figure 89 Visible elemen ts of sustainability can
include design features such as celebrating
secure bike parking, 125. Credit: Nelson /
Nygaard
Figure 90 NV CAP Zoning Map, as of March 2024, 129.
ix North Ventura Coordinated Area Plan x
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Tables
CHAPTER 1: INTRODUCTION
Table 1 Hist orical Population and Growth in Palo
Alto, 1980 - 2040, 7.

Table 2 Exist ing Zoning Designations, 10.

Table 3 Exist ing and Future Development Potential
by Land Use, 32.

Table 4 Pr oposed NVCAP Development Standards,

36. Table 5 Bicycle Facility Classifications, 47.

CHAPTER 2: THE VISION
CHAPTER 3: PUBLIC REALM
Table 6 Allo wed Features by Sidewalk Zone, 58.

CHAPTER 4: STREETS
Table 7 P ark Boulevard Street Design, 80.

Table 8 Oliv e Avenue Street Design, 82.

Table 9 A sh Street Street Design, 84.

Table 10 Acac ia Avenue Street Design, 86.

Table 11 P epper Avenue Street Design, 88.

Table 12 P ortage Avenue Street Design, 90.

Table 13 L ambert Avenue Sidewalk Zone Design, 94.

Table 14 El C amino Real Sidewalk Zone Design, 95.

Table 15 P age Mill Road Sidewalk Zone Design, 96.

Table 16 Mid-Blo ck Paseo Design, 98.

Table 17 R ear Setback Pathway Design, 98.

Table 18 TDM Str ategy Menu, 104.

CHAPTER 7: IMPLEMENTATION
Table 19 Implementation Actions in the NVCAP , 130.

Table 19 Implementation Actions in the NVCAP
(Continued), 132.

Table 20 F unding Source Categories and Examples,
135.

Table 21 Ex amples of Potential Regional or County
Grant Funding Sources for NVCAP
Improvements, 136.

Table 22 Ex amples of Potential State Grant Funding
Sources for NVCAP Improvements, 138.

Table 22 Ex amples of Potential State Grant
Funding Sources for NVCAP Improvements
(Continued), 140.

Table 23 Ex amples of Potential Federal Grant
Funding Sources for NVCAP Improvements,
140.

Table 24 Summar y of Major District-Based Value
Capture Tools, 142.

Table 25 Infrastructure Improvements and
Applicable Funding Sources in the NVCAP,
144.
xi North Ventura Coordinated Area Plan xii
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The North Ventura Coordinated Area Plan
(NVCAP) represents a rare opportunity within
the City of Palo Alto to plan proactively for a
transit-oriented, mixed-use, mixed-income,
and walkable neighborhood. The NVCAP sets
forth a vision that:
• Honors the storied history and unique character of the North Ventura neighborhood;
• Understands the needs of current residents and puts forward near-term solutions to current challenges;
• Establishes a long-term framework for desired growth so that more people can call North Ventura home; and
• Invests in community infrastructure to support an equitable, resilient, and sustainable Palo Alto.

Executive Summary
NVCAP is aligned with the goals and policies embedded in the adopted City of Palo Alto 2030 Comprehensive Plan, addressing the eight major themes: Building Community and Neighborhoods; Maintaining and Enhancing Community Character; Reducing Reliance on the Automobile; Meeting Housing Supply Challenges; Protecting and Sustaining the Natural Environment; Keeping Palo Alto Prepared for Future Natural and Human-Caused Hazards; Meeting Residential and Commercial Needs; and Providing Responsive Governance and Regional Leadership.

Finally, this is a vision shaped by the Palo Alto community. This Plan would not be possible without the guidance of stakeholders, decision-makers, residents, and other community members, who graciously volunteered their time as members of the Working Group to thoughtfully consider the challenges and opportunities of the Plan.

Figure 1 Photograph of architect Mike Lyzwa holding a model of a proposed building at the intersection of Page Mill Road and Park Boulevard, circa 1984.
xiii North Ventura Coordinated Area Plan 1
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Plan Organization
The plan document is organized
as follows:

Introduction provides an overview of the NVCAP
physical and regulatory context. The Plan is
shaped by the project goals and objectives,
adopted and in-progress City plans and policies,
recently enacted regional and state laws, and the
comprehensive community planning process.

The Vision provides an overview of the vision
for the future of NVCAP built and natural
environment. This includes urban design
frameworks that calibrate the optimal mix of
uses; support a multi-modal mobility framework
within the neighborhood and how it connects
to the rest of the city and the region; foster
a regenerative and ecological framework to
support the health of humans and wildlife while
supporting the implementation of City’s Climate
Action Plan; and the neighborhood’s context-
specific urban form.

Design Standards and Guidelines (Public
Realm, Streets, Parks, Buildings) include
requirements that govern the construction
and modification of horizontal and vertical
development, standards are quantifiable,
whereas guidelines are qualitative requirements.

Implementation outlines the necessary steps to
fulfill the vision of the Plan, including funding and
financing strategies, infrastructure improvements,
and capital investments.

Appendix contains information for reference
used to generate the NVCAP including existing
site conditions, market studies, and infrastructure
analysis.

Figure 2 Photograph of the Cannery monitor roof supergraphic on the former Fry’s site, 2022 Credit: Perkins&Will
2 North Ventura Coordinated Area Plan 3
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1.1 C ontext

1.2 Plan Ar ea

1.3 Pr oject Goals

1.4 Pr oject Objectives

1.5 Cit ywide Planning

1.6 R egional and Statewide Planning

1.7 C ommunity Process
Introduction
1 Figure 3 Bird’s eye photograph of the NVCAP Plan
Area circa 1957.

Matadero Creek Sutter Packing Plant
Park Boulevard
El Camino Real
Southern Pacific Railroad
Stanford Industrial Park
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1 .1
Context
The purpose of the NVCAP is to capture the City’s vision for the North Ventura neighborhood into a regulatory document that will guide the future development of the 60-acre plan area, including land use, development standards, and design guidelines.

Initiated by the City Council to implement
Comprehensive Plan Program L-4.10, wh
ich states the following,
Prepare a Coordinated Area Plan
for the North Ventura area and
surrounding California Avenue area.

The Plan should describe a vision for
the future of the North Ventura area as
a walkable neighborhood with multi-
family housing, ground-floor retail, a
public park, creek improvements, and
an interconnected street grid. It should
guide the development of the California
Avenue area as a well-designed mixed-
use district with diverse land uses and a
network of pedestrian-oriented streets.

The NVCAP aligns with the Comprehensive Plan
policy, however, the Plan Area focuses solely on
the North Ventura neighborhood.

On November 6, 2017, the City Council adopted
Resolution 9717, authorizing the filing of an
application to the Metropolitan Transportation
Commission for a Priority Development Area
Grant for the North Ventura Coordinated Area
Plan. The Council expressed local support and
commitment of necessary matching funds and
assurance of the completion of the project.

City Policies
The Region
The Bay Area is expected to be home to an
additional 1.4 million households by 2050. It
is essential that housing, transportation, and
other types of land uses work together – as
part of a regional growth framework – create
an equitable, prosperous future for all Bay Area
communities and make the best use of available
resources. Priority Development Areas (PDA) are
a key piece of the Bay Area’s regional growth
framework.

Approximately 70% of the Plan Area is located
within the California Avenue PDA, which was
selected as a PDA based on excellent access to
transit, the proximity of the existing California
Avenue Business District, and the availability of
underutilized parcels of land.

Figure 4 Priority Development Areas (PDA)
in the Bay Area
Palo Alto Growth Projections
According to the City’s Housing Element Update,
the total population is projected to grow to
82,835 people by 2030 and 86,510 people by
2040.

Historically, the number of new homes built in
the Bay Area has not kept pace with demand,
resulting in longer commutes, increasing prices,
and exacerbating issues of displacement and
homelessness. The number of new homes in Palo
Alto increased 3.8 percent from 2010 to 2020,
which is below the growth rate for Santa Clara
County and below the growth rate of the region’s
housing stock during this time period. At the
same time, Palo Alto’s population increased 6
percent.

Table 1 Historical Population and Growth
in Palo Alto, 1980 - 2040
Sources: U.S. Census 1980, 1990, 2000, 2010, California Department of Finance 2021 and ABAG Plan Bay Area 2040 Projections
* Projections
Comprehensive Plan Policy 1.7: Use
coordinated area plan to guide
development
Comprehensive Plan (Program
L-4.10.1): Prepare a coordinated area
plan for the North Ventura area and
surrounding California Avenue area.

On November 6, 2017, the City Council
adopted a Resolution expressing
local support and commitment for the
preparation of the NVCAP.

Year Population Numerical
Change
Percent
Change
1980 55,225 741 1%
1990 55,900 675 1%
2000 58,598 2,698 5%
2010 64,403 5,805 10%
2020 68,145 3,254 6%
2030* 82,835* 15,178* 22%*
2040* 86,510* 3,675* 4%*
California Avenue PDA

INTRODUCTION
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For more information and history of the Palo
Alto Cannery, go to:

The Palo Alto Cannery Spotlight, Pages 14-15
Cloudera Galactic HQ
The Cannery
Matadero Creek Channel
California Avenue Caltrain Station
Boulware Park
Park Plaza Apartments
Cannery Office Building
Navan
Plan Area
The NVCAP plan area is approximately 60 acres, roughly bounded by Oregon Expressway / Page Mill Road to the north, El Camino Real to the west, Lambert Avenue to the south, and the Caltrain rail corridor to the east. Nearby neighborhoods include the Evergreen neighborhood to the west, the Midtown neighborhood to the north, and Barron Park to the south.

Figure 7 Existing Conditions of the NVCAP Plan Area, 2020

1.2 Proximity to City Destinations
The plan area is within walking and biking
distance to several key destinations, including:
• The California Avenue Caltrain Station, which
is within a half mile of the plan area. Walking
access to the station is primarily along Park
Boulevard, a designated Bike Boulevard.
• El Camino Real, a regional commercial and
retail corridor. Opportunities for pedestrians
and bicyclists to cross Page Mill Road safely are
limited.
• California Avenue, a regional retail attraction
and social destination for the peninsula.
• Stanford University, one of the premier higher-
education institutions in the world.
• Stanford Research Park and California Avenue
Business District, accounting for almost 40% of
the City’s employment distribution.
• Signature Palo Alto open spaces such as Sarah
Wallis Park, Boulware Park, and J. Bowden Park.

Plan Area Notable Sites
Notable sites within the plan area include the
Matadero Creek Channel and the buildings
associated with the Cannery.

The portion of the Matadero Creek running
through the plan area is contained with a concrete
trapezoidal channel, which was built in 1990 from
El Camino Real to the Caltrain Tracks.

Figure 5 The Matadero Creek Channel is currently a
constrained concrete trapezoidal channel.

Figure 6 The former Cannery building site is 12.5
acres and located at the heart of the
NVCAP.

INTRODUCTION
Project Boundary
Caltrain Station
Bus Stops
Traffic Signals
Existing Sidewalks
Major External Connections
Surface Parking
Parks
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Figure 8 Existing Zoning Districts of the NVCAP
ROLM
GM
GM
GM
CS
CS
CS
CS
R-1
R-1
RM-30
RM-30
RM-30
PC
Land Use and Zoning
The North Ventura neighborhood is already
made up of a mix of multi-family and single-
family residential, office, service, and retail
uses. Service commercial uses are concentrated
along El Camino Real, Lambert Avenue, and
the southern segment of Portage Avenue.

Additionally, office uses are located primarily
along Page Mill Road and Park Boulevard,
the most notable anchors being the Cloudera
Galactic Headquarters at 395 Page Mill Road
and the newly constructed building at 3045 Park
Boulevard.

About 70% of residential units in North Ventura
are single-family detached homes, most built
before 1950. Single-family homes occupy about
10 percent of the Plan Area and are generally
found along Pepper Avenue and Olive Avenue.

The Park Plaza Apartments is the most notable
multi-family residential development within
the Plan Area, situated at the corner of Park
Boulevard and Page Mill Road.

1.2 Table 2 Existing Zoning Designations
Zoning Map
Designation District Name
R-1 Single-family residence district
RM-30 Medium density multiple-family residence district CS Service commercial district
ROLM Research, office and limited manufacturing district GM General manufacturing district
CN Neighborhood commercial district
PC Planned community district

INTRODUCTION
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Recent Development
The Plan Area is experiencing significant change
and new investment in mixed-use development.

A few new developments include:

Under Construction or Completed
441 Page Mill Road: a three-story mixed use
building with one level of underground parking.

The project includes Class-A office space, ground
floor retail, and 16 apartments.
3045 Park Boulevard: a two-story shell
commercial building with underground parking.
3225 El Camino Real: a mixed-use development
with two distinct buildings. The first building
is four stories with ground floor retail and
apartments/condos on the upper floors. The
second building is two stories with ground
floor retail and office on the upper floor. The
development includes underground and podium
parking.

The 340 Portage Avenue
Development Agreement
In October 2023, the City approved a
development agreement with the Sobrato
Organization, LLC for the redevelopment of the

14.65-acre site at 200-404 Portage Avenue,
3040-3250 Park Boulevard, 3201-3225 Ash Street
and 278 Lambert Avenue (Ordinance #5595).

The project site, comprised of five reconfigured
parcels, is located centrally within the boundary
of the NVCAP. The development agreement
includes:
• Partial demolition of a commercial building
(formerly Bayside Cannery) deemed eligible for
the California Register of Historical Resources
and retrofit of the remaining portion of the
building (340-404 Portage) to retain and restore
key historic features (Parcel 1)
• Construction of (74) new three-story townhome
condominiums replacing approximately 84,000
square feet (sf) of the historic cannery building
at 200-404 Portage Avenue (Parcel 1)
• Demolition of a building containing commercial
recreation use at 3040 Park Boulevard (Parcel 1)
• Dedication of approximately 3.25 acres
of land to the City for future affordable
housing (approximately 1 acre) and parkland
(approximately 2.25 acres) uses (Parcel 2)

1.2 Figure 9 Photographs of recent development

INTRODUCTION
• Retention of existing research and development
(R&D) uses in the remaining portion of the
former cannery building (Parcel 3)
• Construction of a two-level parking garage
(Parcel 3)
• Retention of office use in the existing building at
3201-3225 Ash Street (Parcel 4)
• Conversion of automotive use at 3250 Park
Boulevard to R&D use (Parcel 5)
• Contribution of $5 million for future park
improvements and contributions to the City’s
affordable housing fund.
• Development of a Transportation Demand
Management (TDM) program for the R&D and
office uses.

When the terms of the agreement end,
conformance with the NVCAP will be required of
all new projects in the affected area.

Figure 10 Conceptual Tentative Map for the 340 Portage Avenue Development 12 North Ventura Coordinated Area Plan 13
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Spotlight:

Palo Alto Cannery
Historic Resource Evaluation 340 Portage Avenue
Draft Palo Alto, California

April 11, 2019 - 31 - Page & Turnbull, Inc.

Figure 73: 1941 aerial photograph of the Sutter Packing Company. Subject property outlined in orange. Office building outlined in blue. Source: Fairchild Aerial Surveys, Flight C-7065, Frame 92, Collection of UC Santa Barbara. Edited by Page & Turnbull.

Figure 72. Sutter Packing Plant, 1940. Source: Palo Alto Historical Association.

Historic Resource Evaluation 340 Portage Avenue
Draft Palo Alto, California

April 11, 2019 - 38 - Page & Turnbull, Inc.

1972 Bemiss & Jason Corp, shipping, receiving, paper products manufacturing
300 Portage Avenue
1962 Tubes & Cores Inc, paper products
1976 Ceilcote Company Inc, distribution office
303 Portage Avenue
1961-1965 Advance Transformer Co
1961-1976 James R W Packaging, packing, crating, and shipping 340 Portage Avenue
1985 Basket Galleria, Inc.
ca. 1990-Present Fry’s Electronics
370 Portage Avenue
2002-2004 Lyncean Technologies
380 Portage Avenue
2006 Danger, Inc.
2016 – Present: Playground Global, technology

Select Owner and Occupant Biographies
The following biographies have been researched for longer-term owners and occupants.

Thomas Foon Chew (1887-1931) and the Bayside Canning Company (1918-1936) Thomas Foon Chew was born in
China around 1887, likely in the
Loong Kai District of Guangdong
Province, and became one of the
richest and most influential Chinese-
Americans in California. His father,
Sai Yen Chew, emigrated to San
Francisco when Thomas was a child,
where he founded a small canning
operation, Precinta Canning, around
1890. According to family members,
Chew brought his son, Thomas,
from China to San Francisco
sometime around 1897, where he
gained his first introduction to the
canning business. Precinta Canning
was located near Broadway and
Sansome in San Francisco’s old Chinatown. The small cannery was equipped with a single 40- Figure 76: Thomas Foon Chew with two foremen at his
canning plant in Alviso. Source: Our Town of Palo Alto. https://ourtownofpaloalto.wordpress.com/2016/12/30/histor y-of-mayfields-chinatown/
Historic Resource Evaluation 340 Portage Avenue
Draft Palo Alto, California

April 11, 2019 - 31 - Page & Turnbull, Inc.

Figure 72. Sutter Packing Plant, 1940. Source: Palo Alto Historical Association.

The southeast corner of the parcel
contains a one-story wood frame
building. The building, located on
Ash Street next the former cannery
building, is used as an office. The
building appears to have been initially
built as a dormitory for the cannery
employees sometime between 1918
and 1925 and was moved to its current
location in 1940. The building features
a front-gabled roof, wraparound porch
with a shed roof, and wood lap siding.

Historic Resource Evaluation 340 Portage Avenue
Draft Palo Alto, California

April 11, 2019 - 13 - Page & Turnbull, Inc.

Figure 23. The loading platform or cooling
porch converted into a patio with replacement
aluminum frame garage door window. View
northeast.

Figure 24. Rooftop parapet and small gabled
roof in middle section of northwest façade.

View northeast.

Figure 25. Gabled addition attached to the
southernmost monitor roof of 340 Portage
Avenue. View northeast.

Figure 26. Close-up of the gabled and flat-
roofed additions. View northeast.

Figure 27. A portion of the concrete loading
platform or cooling porch with its shed awning
and wood post-and-beam supports in the
middle section of the northwest façade. View
northeast.

Figure 28. Outlines of shallow gabled roofs are
visible along the concrete platform. View
southeast.

Figure 11 1941 aerial photograph of the Sutter Packing
Company. Source: Fairchild Aerial Surveys, Flight
C-7065, Frame 92, Collection of UC Santa Barbara.

Edited by Page & Turnbull.

Figure 12 Gabled addition attached to the southernmost
monitor roof of 340 Portage Avenue. View
northeast. Source: Page & Turnbull
Historic Resource Evaluation 340 Portage Avenue
Draft Palo Alto, California

April 11, 2019 - 20 - Page & Turnbull, Inc.

Figure 57. A portion of the southwest façade of
the former office building. View northeast.

Figure 58. The rear portion of the southwest
façade of the former office building. View
northwest.

SURROUNDING NEIGHBORHOOD
The subject property is located in the Ventura neighborhood, which is surrounded by the Evergreen Park, St. Claire Gardens, Charleston Meadow, Barron Park, Neal, and College Terrace neighborhoods in Palo Alto. The immediate surroundings of the subject property consist of office and commercial buildings, several of which appear to have been influenced by the industrial architecture of the property at 340 Portage Avenue, and parking lots associated with these properties (Figure 59 to Figure 62). Single-family residential buildings along Olive Avenue border the subject property to the west (Figure 63).

Figure 59. A neighboring property on Park
Boulevard to the east of Matadero Creek. View
southeast.

Figure 60. An office building at 3101 Park
Boulevard. View northeast.

The former cannery site was initially
developed in April 1918, by Thomas
Foon Chew, the owner of Bayside
Canning Company or affectionately
known in the press at the time as “The
Asparagus King”. This was intended
to be Mr. Chew’s second cannery; the
first cannery was built nearby in Alviso,
California. The Palo Alto cannery
was strategically located alongside a
railroad spur of the Southern Pacific
Railroad’s Los Gatos branch, which
facilitated shipments, and Matadero
Creek for a ready water supply.

The cannery was expanded over
the next several decades. The site
operated as the Bay Side Cannery and
then as the Sutter Packing Company in
1929. The cannery continued to grow
through World War II and was closed
in 1949.

Although the building has undergone
some exterior alterations throughout
the expansion, aerial photos show
that from 1965, the building continues
to have the same shape and general
form as now. Following the closure of
the cannery, the site has been occupied
by an anchor retailer Maximart and
other retail and office uses. The next
significant and largest tenant, Fry’s
Electronics, continued to occupy the
site until the end of 2019.

Figure 13 A portion of the southwest facade of the former office building. Source: Page & Turnbull
Figure 14 Thomas Foon Chew with two foremen at his canning plant in Alviso. Source: Our Town of Palo Alto.

Figure 15 Sutter Packing Plant, 1940. Source: Palo Alto Historical Association

1.2 INTRODUCTION
Some of the most distinctive features
include the monitor roofs, capped with
composition shingles and clad with
corrugated metal, wood clerestory
ribbon windows and wire glass
skylights.

At the heart of the NVCAP is the 12.5-
acre 340 Portage Avenue property.

What appears to be one large
building on the parcel is composed
of approximately ten buildings that
were constructed at various times
between 1918 and 1949. The building
is surrounded by a narrow parking lot
to the north and a larger parking lot
to the south bounded by Matadero
Creek. The rectangular former cannery
building features walls that are
concrete, corrugated metal or wood
siding, with a variety of roof shapes.
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Project Goals
On March 5th, 2018, the City Council approved the following goals to guide the NVCAP. A project goal refers to the desired outcome of a project. The following goals are high-level statements that provide an overall context for the aims and accomplishments of the project.

Housing and Land Use
Add to the City’s supply of multi-family housing,
including market rate, affordable, “missing
middle” and senior housing in a walkable, mixed-
use, transit-accessible neighborhood, with retail
and commercial services, open space, and
possibly arts and entertainment uses.

Transit, Pedestrian, and Bicycle Connections
Create and enhance well-defined connections
to transit, pedestrian, and bicycle facilities,
including connections to the Caltrain Station,
Park Boulevard, and El Camino Real.

Connected Street Grid
Create a connected street grid, filling in sidewalk
gaps and street connections to California Avenue,
the Caltrain Station, and El Camino Real where
appropriate.

Community Facilities and Infrastructure
Carefully align and integrate development of
new community facilities and infrastructure
with private development, recognizing both the
community’s needs and that such investments
can increase the cost of housing.

Balance of Community Interests
Balance community-wide objectives with the
interests of neighborhood residents and minimize
displacement of existing residents.

Urban Design, Design Guidelines, and
Neighborhood Fabric
Develop human-scale urban design strategies,
and design guidelines that strengthen
and support the neighborhood fabric. Infill
development will respect the scale and character
of the surrounding residential neighborhood.

Sustainability and the Environment
Protect and enhance the environment, while
addressing the principles of sustainability.

1.3 Figure 16 (left) An illustrative example of low-cost buffered bike lanes and intersection improvements.

Figure 17 (top) Building 0 in San Francisco, CA, an example of mixed-income multi-family apartments next to a public park.

Throughout the document, applicable
project goals are included in insets.

INTRODUCTION
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Project Objectives
On March 5th, 2018, the City Council approved the following objectives to guide the NVCAP. Project objectives describe the optimal process and set the goalposts for a successful plan. Project objectives are measurable and achievable.

Data-Driven Approach
Employ a data-driven approach that considers
community desires, market conditions and
forecasts, financial feasibility, existing uses and
development patterns, development capacity,
traffic and travel patterns, historic/cultural and
natural resources, need for community facilities
(e.g., schools), and other relevant data to inform
plan policies.

Comprehensive User-Friendly Document and
Implementation
Create a comprehensive but user-friendly
document that identifies the distribution,
location and extent of land uses, planning
policies, development regulations, and design
guidelines to enable development and needed
infrastructure investments in the project area.

Guide and Strategy for Staff and Decision
Makers
Provide a guide and strategy for staff and
decision-makers to bridge the gap between the
goals and policies of the Comprehensive Plan
and individual development projects in order to
streamline future land use and transportation
decisions.

Meaningful Community Engagement
Enable a process with meaningful opportunities
for community engagement, within the defined
timeline, and an outcome (the coordinated area
plan document) that reflects the community’s
priorities.

Economic Feasibility
A determination of the economic and fiscal
feasibility of the plan with specific analysis
of marketplace factors and incentives and
disincentives, as well as a cost-benefit analysis of
public infrastructure investments and projected
economic benefits to the City and community.

Environmental
A plan that is protective of public health and a
process that complies with the requirements of
the California Environmental Quality Act.

1.4 Figure 18 (left) A breakout discussion during the NVCAP working group meeting, Figure 19 (top) Documenting feedback during a working group design charrette

INTRODUCTION
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Citywide Planning
The standards and guidelines in this document are informed and in conformance with the following foundational city plans and policies. 2030 Comprehensive Plan
The City adopted the 2030 Comprehensive Plan
in November 2017, which is the primary tool
for guiding preservation and development in
Palo Alto. The Plan reflects community values
and provides a collective vision that guides
preservation, growth, and change. The Plan
Area is a part of the California Avenue Multi-
Neighborhood Center. A multi-neighborhood
center is defined as retail shopping centers or
districts that serves more than one neighborhood
with a diverse mix of uses, including retail, service,
office, and residential. Program L-4.10.1 directs
staff to prepare a coordinated area plan for the
North Ventura area and surrounding California
Avenue area. The plan should describe a vision
for the future of the North Ventura area as
a walkable neighborhood with multi-family
housing, ground-floor retail, a public park, creek
improvements, and an interconnected street grid.

It should guide the development of the California
Avenue area as a well-designed mixed-use
district with diverse land uses and a network of
pedestrian-oriented streets.

Bicycle and Pedestrian Transportation Plan
The City adopted the Bicycle and Pedestrian
Transportation Plan in July 2012, which
strategically guides public and private
investments in non-motorized transportation
facilities and related programs. The plan
identifies several streets within the Plan Area as
critical bicycle streets, including Portage Avenue
as an enhanced bikeway as part of the Bay to
Ridge Trail and Park Boulevard as a major north-
south Bicycle Boulevard.

Housing Element 2023-2031
The Housing Element update, one of the
State-mandated components of the City’s
Comprehensive Plan, represents the City of Palo
Alto’s sixth Housing Element and plans for the
years 2023 through 2031. In total, approximately
6,700 housing units are needed to accommodate
the 2023-2031 growth for all income groups as
part of the Regional Housing Needs Allocation
(RHNA) process. The Plan Area includes 15
properties identified by the Housing Element as
opportunity sites that could help the City meet its
housing needs (unit yield of approximately 300).

Palo Alto Municipal Code, Chapter 19.10:

Coordinated Area Plans
This chapter establishes the procedures for the
preparation of coordinated area plans (CAP).

The chapter’s sections outline the purpose of a
CAP, the procedures needed to be performed
throughout the planning process, the contents
of the plan document, and the requirements for
permitting and development once the CAP has
been adopted.

Palo Alto Municipal Code, Chapter 18.32:

Affordable Housing Incentive Program
The affordable housing incentive program is
intended to promote the development of 100%
affordable rental housing projects located within
one-half mile of a major transit stop or one-
quarter mile of a high-quality transit corridor.

Due to the Plan Area’s proximity to transit
and everyday needs, the NVCAP is a strong
candidate to support the City’s goal of adding
more affordable housing units to support a wider
range of incomes.

1.5 Palo Alto Municipal Code, Chapter 18.24:

Contextual Design Criteria and Objective
Design Standards
To comply with California’s recently adopted
legislation (Senate Bill (SB) 35 and SB 330) to
address the housing shortage within the state,
Palo Alto adopted objective design standards
to review new multi-family and mixed-use
residential housing projects. The development
standards and design guidelines included in
the coordinated area plan are intended to
be complementary to the objective design
standards.

Parks, Trails, Natural Open Space, and
Recreation Master Plan
Adopted in September 2017, the Parks Master
Plan presents the vision for the future of Palo
Alto’s parks, trails, natural open space, and
recreation system. The plan identifies the entire
Plan Area as an urban canopy target area,
emphasizing the need for new green streets
and parks. Additionally, Policy 1.B.10 states the
following, ‘develop a creek walk along Matadero
Creek that links parks and creates open
space and a habitat corridor’. Finally, the plan
designates Portage Avenue and Park Boulevard
as ‘Pollinator Pathways,’ which are intended
to provide connectivity for natural systems
through the integration of green stormwater
infrastructure. The future public park and the
renaturalization of the creek can serve as an
integral component of the City’s larger regional
habitat connection concept, connecting people
and wildlife from the foothills to the Baylands.

Urban Forest Master Plan
Adopted in February 2019, the Urban Forest
Master Plan establishes long-term management
goals and strategies to foster a sustainable
urban forest in Palo Alto. The urban forest
includes street trees, park trees, forested
parklands, and trees in many private ownership
settings. NVCAP is aligned with the master plan’s
goals and policies including:
• Goal 1: A well-developed contiguous, healthy,
and ecologically resilient citywide urban forest;
and
• Goal 2: Re-generated native woodland and
riparian landscapes as the key ecological
basis of the urban forest with a focus on native
species and habitat.

INTRODUCTION
Green Stormwater Infrastructure Plan
Completed in 2019, the Green Stormwater
Infrastructure (GSI) Plan provides a guidance
framework to integrate GSI measures into the
City’s urban landscape to properly manage and
treat stormwater at its source, decreasing water
quality impacts to local creeks, the Baylands,
and the San Francisco Bay. Integration of GSI
measures is critical for the Plan Area to address
the current lack of open spaces, and high
amount of imperviousness. Chapter 4 of the
GSI specifies in the Developed Project Location
Prioritization Criteria, that projects located within
one of the key development areas should receive
a higher priority than projects located outside
one of these areas.

Public Art Master Plan
Completed in November 2016, the mission of
the plan is to ensure that new public art reflects
Palo Alto’s people, diverse neighborhoods, the
innovative and global character of its businesses
and academic institutions, and the beauty of
its natural environment. Several of the plan’s
objectives are applicable to NVCAP including:
• Objective 1: Locate art in unexpected places,
such as alleys to provide an element of surprise
and whimsy to everyday life.
• Objective 2: Integrate impactful, permanently-
sited public art projects in business areas.
• Objective 3: Install public art in neighborhoods
for residents to enjoy on a daily basis.
• Objective 4: Use art to promote environmental
stewardship and sustainability. Create
partnerships with Environmental Services and
local regional agencies to integrate public art
into environmental projects.
• Objective 5: Commission artists or artist/design
teams to create specific public art plans for
areas of Palo Alto where development is taking
place.
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Regional and Statewide
Planning
Approximately 70% of the Plan Area is located within the California Avenue PDA, which was selected based on excellent access to transit, the proximity of the existing California Avenue Business District, and the availability of underutilized parcels of land. Therefore, NVCAP is subject to both regional and state legislation, developed and adopted to ensure new development within PDAs are supporting compact, equitable transit-oriented communities.

Transit-Oriented Communities (TOC) Policy
Metropolitan Transportation Commission’s (MTC’s)
regional Transit-Oriented Communities (TOC)
policy update seeks to support the region’s transit
investments by creating communities around
transit stations and along transit corridors that
not only support transit ridership, but that are
places where Bay Area residents of all abilities,
and income levels, and racial and ethnic
backgrounds can live, work and access services,
such as education, childcare, and healthcare. The
TOC policies would apply to PDAs that are served
by fixed-guideway transit such as the California
Avenue Station (Caltrain). PDAs that comply with
these TOC policies are eligible for grant funding
administered by the MTC. Jurisdictions adopting
these policies would be required to implement
the following:
• New Residential Development: a minimum
density of 50 units/net acre or higher and an
allowable maximum density of 75 units/net acre
or higher.
• New Commercial Office Development: a
minimum density of 2 Floor Area Ratio (FAR) or
higher and an allowable maximum density of 4
FAR or higher.
• Parking Management Requirements: no
minimum parking requirement allowed.

At the time of plan adoption, the City has not
adopted the TOC policy.

Assembly Bill 2097 (AB2097)
The California State Legislature passed, and the
Governor signed, Assembly Bill (AB) 2097 that
eliminates minimum parking requirements for all
uses/development, (except hotels) within a half-
mile of public transit. This bill affects all properties within the NVCAP. The new requirements went
into effect on January 1, 2023, ahead of the
adoption of the NVCAP.

1.5 1.6

INTRODUCTION
Sustainability and Climate Action Plan
Adopted in June 2023, the Sustainability and
Climate Action Plan (S/CAP) is a comprehensive
document laying out the City’s strategy to
achieve ambitious carbon reduction goals,
while improving natural environment, adapting
to climate impacts, and increasing livability for
Palo Alto residents. The S/CAP establishes the
goals of reducing carbon emissions 80 percent
below 1990 levels by 2030 (the “80 x 30” goal)
and achieving carbon neutrality by 2030. Several
of the plan’s goals are applicable to NVCAP
including:
• Energy: Reduce GHG emissions from the direct
use of natural gas in Palo Alto’s building sector
by at least 60% below 1990 levels (116,400 MT
CO2e reduction)
• Mobility: Reduce total vehicle miles traveled
12% by 2030, compared to a 2019 baseline, by
reducing commute vehicle miles traveled 20%,
visitor vehicles miles traveled 10%, and resident
vehicle miles traveled 6%
• Mobility: Increase the mode share for active
transportation (walking, biking) and transit from
19% to 40% of local work trips by 2030
• Natural Environment: Restore and enhance
resilience and biodiversity of our natural
environment throughout the City
• Natural Environment: Increase tree canopy to
40% city-wide coverage by 2030
• Natural Environment: By 2030, achieve a
10% increase in land area that uses green
stormwater infrastructure to treat urban water
runoff, compared to a 2020 baseline
Relationship Between the
NVCAP and Other City Plans and
Ordinances
The NVCAP implements the City of Palo Alto
Comprehensive Plan and provides more detailed
programs and policies for the specifically
defined NVCAP. These policies and programs are
consistent with those found in the Comprehensive
Plan but address the unique characteristics of
NVCAP.

To implement the NVCAP, Palo Alto made
changes to Title 18, Zoning, in the Palo Alto
Municipal Code (PAMC). This new code section
outlines specific development standards for
projects within the plan area. While many
of these are detailed in the plan itself, the
regulations in the NVCAP section of Title 18 take
precedence. If the NVCAP doesn’t specifically
change or replace zoning standards, the
established PAMC requirements apply. However,
if there’s a conflict between the development
standards of NVCAP and PAMC, NVCAP
standards will be followed.

Regulatory Compliance
The Plan was prepared in accordance with CEQA,
and any state applicable law. The NVCAP guides
all development within the Plan Area and will
require amendments to the Zoning Ordinance
to ensure consistency and to implement
the development regulations and land uses
established in this CAP. The CAP is adopted under
the authority of the City’s Zoning Ordinance,
which designates Coordinated Area Plans as
a tool to guide land use and development
consistent with the Comprehensive Plan.
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The Community Process
The NVCAP was informed by a multi-year planning process, which prioritized a robust and authentic community process, and invited a diversity of voices from both city departmental agencies and community stakeholders to shape the future of the Plan Area. 2 The City of Palo Alto conducted:

Spotlight:

1.7 Figure 20 A worksession during the NVCAP working group meeting Over the course of the planning process, City staff
and consultants conducted extensive community
outreach, providing numerous opportunities
for public engagement and meaningful input.

Stakeholders, decision-makers, residents, and
other community members have volunteered
their time to thoughtfully consider the challenges
and opportunities afforded by this project and
contribute to the evolving plan ideas.

As part of the planning process, three draft
alternatives were developed for the NVCAP. The
draft alternatives take into account feedback
provided by: (1) the NVCAP Working Group, (2)
feedback from community members provided
at community workshops, (3) analyses and
information provided by the City’s consultant
team to City staff and leadership. City Council
deliberated and selected a preferred scenario.

This community process led to the development
of the draft plan including the vision and design
framework included in Chapter 2.

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The NVCAP Working Group
Consistent with PAMC 19.10.030 and to ensure
significant and meaningful community
engagement, the City Council appointed a
14-member Working Group (WG). The WG was
made up of 14 individuals and two alternates.

The group’s composition represented a diversity
of interests and expertise, including homeowners
and renters, people of different ages and cultural
backgrounds. The WG included:
• Residents (renters and property owners) living
within the Plan Area boundaries or the greater
North Ventura neighborhood.
• Business owners and local employees working
or owning a business within the Plan Area
boundaries or nearby (mix of small and larger
businesses).
• Property owners (large and small properties).
• City residents with expertise in urban design,
housing development, environmental planning,
transportation, or land economics.
• Planning and Transportation Commission (PTC)
member.
• Architectural Review Board (ARB) member.
• Parks and Recreation Commission member.

Over the course of 17 meetings held from 2018 to
2020, the WG reviewed and provided feedback
on existing conditions, planning alternatives, and
other information related to the planning area.

The WG created a vision statement for the Plan
Area which is summarized below:
‘The Working Group envisions the Plan
Area to replicate a European square
with open plaza, colorful public art,
beautiful landscaping with green open
spaces and lots of public amenities such
as benches, trails, and bike paths. The
building designs should fit well within the
existing context, between three and six
stories, interconnected with pedestrian
and bicycle paths. The bustling plaza
should have lots of local-serving retail
uses such as cafes, small local markets,
and theaters, which encourage lively
foot traffic. The Plan Area also should
provide diverse housing opportunities,
with minimum intrusion from automobile
traffic. ’
City Department Partnerships
The planning process was informed by
representatives from the City of Palo Alto to
ensure the plan was aligned with foundational
city plans, projects, and programs. The
departments represented include Planning &
Development, Transportation, Public Works,
Utilities, and Community Services.

The Community Workshops
Two community workshops were held to share
ideas, respond to study results, and weigh in on
the vision and emerging policies of the plan. The
first community workshop was held in February
2019. The community feedback helped to frame
the basis of the proposed draft plans. The
City hosted the second community workshop
on February 27, 2020. The workshop solicited
input on the three draft plan alternatives and
endeavored to identify community priorities on
various topics.

Community Surveys
Staff prepared two online community surveys
(April 2020 and October 2020) to solicit input
from the members of the community. The surveys
aimed to reach community members unable to
attend the workshops. An online questionnaire
on the draft alternatives was created by staff
to solicit input from the community at-large in
October 2020. About 30 community members
responded. The majority of the participants
preferred Alternative 3, supporting higher
residential densities and heights, allowing small
office footprints. There was general agreement
on the proposed transportation improvements,
and parks and open space proposals. Opinions
varied over preservation of the cannery building.

Some preferred removal of old cannery building
for better and efficient use of the existing space,
while others supported partial retention.

Project Website
To augment the community engagement
efforts, the city hosted a robust project website
that served as the primary online portal for
community engagement. It included information
on project updates, upcoming events, updated
summaries of workshops and staff reports.

Public Noticing / Mailing List
Notices of all public hearings and WG meetings
were published in accordance with the
regulations set forth by the Palo Alto Municipal
Code and City regulations. Additionally, an
extensive emailing list consisting of over 430
interested community members was developed
and maintained by City staff and used for
disseminating information to all interested
individuals.

Stakeholder Group Meetings
Stakeholder groups including property owners,
commercial tenants, area residents, Palo Alto
Unified School District and affinity groups/
advocates (affordable housing representatives,
bicycle groups, environmental representatives,
etc.) were identified early in the NVCAP process
and their input was gathered through a series
of six meetings. Staff also presented to the
Palo Alto Unified School District Committee on
December 2018, on February 20, 2020, and on
October 15, 2020. Palo Alto Unified School District
Board Members indicated an interest to site a
new school to serve new families conceived in
the draft alternatives. The City is supportive of
working together to understand student yield
from proposed typologies and suitable sites.

During the development and public review of
alternatives, City staff have continued discussions
with stakeholders, such as property owners and
affordable housing advocates to gather their
feedback on evolving policy ideas and aspects of
the alternatives.

Decision Maker Meetings
Since the initiation of the NVCAP planning
work in October 2018, City staff have provided
several updates to the following boards: City
Council, Historic Resources Board (HRB), Parks
and Recreation Commission (PRC), Planning
and Transportation Commission (PTC), and the
Architectural Review Board (ARB).

1.6 Figure 21 A sketch session and report back during the NVCAP working group meeting
Figure 22 A presentation during a community workshop

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Vision
2 2.1 Plan C oncept

2.2 L and Use

2.3 Gr ound Floor Edges

2.4 Mobility

2.5 E cology and Sustainability

2.6 Urb an Form
The North Ventura Coordinated Area Plan sets forth
a flexible, aspirational vision to guide growth and
investment to support a transit oriented, mixed-use,
mixed-income, and walkable neighborhood.

The vision frameworks described in the following pages illustrates the desired physical form delivered incrementally over time which:
• Honors the storied history and
unique character of the North
Ventura neighborhood;
• Understands the needs of
current residents and puts
forward near-term solutions to
current challenges;
• Establishes a long-term
framework for desired growth
so more people can call North
Ventura home; and
• Invests in community
infrastructure to support
an equitable, resilient, and
sustainable Palo Alto.

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2 .1
Plan Concept
Figure 23 The NVCAP Concept at Potential Full Build-out

GREEN STORMWATER

INFRASTRUCTURE

SEAMLESS CONNECTION

TO CALTRAIN

PEDESTRIAN AND BICYCLE

FRIENDLY STREETS

ENHANCED

URBAN FOREST

ENERGY EFFICIENT

BUILDINGS

COMMUNITY

OPEN SPACE

CELEBRATING

HISTORY

NATURALIZED

MATADERO CREEK

ECOLOGICAL CORRIDORS

AND HABITAT

RESPECTING EXISTING

SINGLE FAMILY HOMES

ENHANCED MULTI-MODAL

INTERSECTIONS

STREET-ACTIVATING

BUILDINGS

THE VISION

AFFORDABLE

HOUSING OPTIONS
The Plan Concept illustrates the
vision of the full build-out of the
NVCAP as reflected in the plan.

The actual development within the plan area will
vary based on each parcel’s project goals and
constraints. The conceptual build-out reflected
in Figure 23 does not incorporate development
projects recently approved or constructed.
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2.2 Land Use
Development Potential
by Land Use
NVCAP aims to achieve the following targets for
these land uses within the plan area:
• Allow up to 530 new dwelling units;
• Approximately 2 acres of public open space;
• 16,600 square feet of commercial development
including existing and new local retail and
professional services.

Table 3 Existing and Future Development Potential by Land Use Land Use Existing Future
Residential
(units)
142 units 672 units
Parks (acres) 0 acres 1.9 acres
Office (sq.ft.) 744,000 sq.ft. 466,000 sq.ft.

Retail (sq.ft.) 111,200 sq.ft. 103,700 sq.ft.

Figure 24 NVCAP Land Use Framework

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2.2 Residential
The NVCAP land use framework is principally
focused on supporting a variety of housing
options, a diverse range of unit sizes and
bedroom configurations, and price points to
support Palo Alto residents at different stages of
life. Residential density will depend on its location
within the Plan Area. For example, mixed use
midrise development will be encouraged along
commercial corridors whereas townhomes will
be encouraged adjacent to existing residential
development.

The land use designations listed below are
calibrated for a wide range of multi-family
housing typologies:

High-Density Mixed Use
The high-density mixed-use designation is
located along the southern segment of El Camino
Real. The designation is intended to support
five- to six-story mid-rise apartment buildings.

This designation requires active uses for ground
floor frontages with retail requirements at specific
nodes along El Camino Real, to support its role as
a regional commercial corridor. The designation
requires that upper stories be residential.

Medium-Density Mixed Use
The medium-density mixed-use designation is
located on the northern segment of El Camino
Real and Page Mill Road. The designation is
intended to support four- to five-story mid-rise
apartment buildings. This designation requires
active uses for ground floor frontages with retail
requirements at specific nodes along El Camino
Real, to support its role as a regional commercial
corridor. The designation requires that upper
stories be residential.

Project Goals
Housing and Land Use
Add to the City’s supply of multi-
family housing, including market rate,
affordable, “missing middle, ” and senior
housing in a walkable, mixed-use, transit-
accessible neighborhood, with retail and
commercial services, open space, and
possibly arts and entertainment uses.

Balance of Community
Interests
Balance community-wide objectives
with the interests of neighborhood
residents and minimize displacement of
existing residents.

Low-Density Mixed Use
The low-density mixed-use designation serves
as a transition between the high-density mixed-
use area and the low-density residential areas
located in the interior of the plan area. The
designation area is also located along Ash
Street and Portage Avenue, to support mid-
to-low-rise multi-family development near the
proposed public park. Active ground floor uses
are encouraged but not required. Residential is
required on the upper floors.

High-Density Residential
The high-density residential designation is
located on the large 395 Page Mill Road site and
is targed towards development on the surface
parking lots.

Medium-Density Residential
The medium-density residential designation
is located at the 340 Portage Avenue site to
support the long-term goal of supporting
additional housing in the plan area. The
designation requires that both the ground
floor and upper floors are residential use. The
designation is intended to support a mix of
townhouses and mid-rise apartments. Allowable
heights are calibrated to support sensitive
structures such as the Cannery building.

Figure 25 Example of High-Density
Mixed Use in Palo Alto Figure 26 Example of Medium-Density Mixed Use in Palo Alto
Figure 27 Example of Low-Density
Mixed Use in Palo Alto
Figure 28 Example of High Density
Residential in Palo Alto
Figure 29 Example of Medium Density
Residential in Palo Alto
Low-Density Residential
The low-density residential designation is
calibrated to both facilitate new housing
development while also being sensitive to the
existing single-family neighborhood fabric -
located along Pepper Avenue and Olive Avenue.

This area of existing single-family homes has
been designated as an area of stability and will
not experience a significant degree of change.

Figure 30 Example of Low Density
Residential in Palo Alto

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2.2 Figure 31 The Cloudera Galactic HQ is
located at 395 Page Mill Road
Land Use Classification Anticipated
Density (DU/AC)
Maximum
Height (FT) FAR Allowed Zoning
Districts
High-Density Mixed Use 61-100 3.0:1 NV-MXH Medium-Density Mixed-Use 31-70 55 2.0:1 NV-MXM
Low-Density Mixed Use 3-17 35 0.5:1 NV-MXL
High Density Residential 61-100 65 3.0:1 NV-R4
Medium Density Residential 16-30 45 1.5:1 NV-R3
Low Density Residential 1 or 2 units/lot 35 0.45:1 NV-R2 NV-R1
Public Facilities and Open Space n/a n/a n/a NV-PF
Table 4 Proposed NVCAP Development Standards
Affordable Housing
To bolster the City’s affordable housing program,
new townhome ownership projects across the
plan area would provide 20% inclusionary below
market rate (BMR) units. For all other housing types,
both ownership and rental, a 15% inclusionary BMR
requirement would apply. In accordance with the
Palo Alto Municipal Code (PAMC), in-lieu fees may
be paid in certain circumstances.

Proposed 100% below-market-rate (BMR) projects
in the NVCAP are eligible for an additional height
bonus through either the State Density Bonus or the
City’s Housing Incentive Program.

Open Space
This land use designation is located in the
southeastern corner of the plan area. This will
include the approximately 2 acre public open space
as well as the re-naturalization of the Matadero
Creek between Park Boulevard and Lambert
Avenue.

Existing Uses
Existing land uses are permitted to remain in
place and continue operations. Existing buildings
or land uses which become nonconforming
as a result of the new zoning and land use
classifications are governed by the provisions
in the Zoning Code regarding nonconforming
buildings and uses. Certain limits are established
for repairs, additions, restoration, expansion, and
occupancy after an extended vacancy. See PAMC

18.70 (Nonconforming Uses and Noncomplying
Facilities) for applicable requirements.

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2.3 Ground Floor
Edges
The street level is the most
important interface between a
building and the public realm. Each
development should define and
animate the street level, exploring
active uses, transparency, and
engaging design.

Figure 32 NVCAP Ground Floor
Edges Framework
For design standards and guidelines, go to:

Chapter 5: Site and Building Design

REQUIRED

RETAIL EDGE

REQUIRED

RETAIL EDGE

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2.3 Active Ground Floor Uses
To create a pedestrian-friendly environment and
visual interest on the ground floors of buildings,
new development within within designated areas
of high-density and medium-density mixed-use
designations will provide active uses on frontages
facing a public right-of-way, greenway, or park,
to the degree feasible. Retail or retail-like uses are
required at specific frontages facing El Camino
Real and encouraged along Park Boulevard.

By requiring ground floor commercial uses at
select nodes along prominent corridors, NVCAP
is supporting the ability for residents to walk to
everyday services and subsequently reduce the
number of cars on the road. See Figure 32 on

Page 38 ends

use areas.

Active uses include but are not limited to the
following:
• Neighborhood-serving retail which provides
goods and services that people would
frequently use to take care of their personal and
household needs. Examples include grocery
stores, drug stores, restaurants, dry cleaners, hair
salons, etc.
• Office use, limited to no more than 5,000 sq. ft.
for the parcel. Office use may include General
Business, Medical, and Professional; use should
be neighborhood serving.
• Public Uses including a community room and
daycare.
• Building lobbies.
• Spaces accessory to residential uses, such as
fitness rooms, workspaces, leasing offices,
shared kitchens, and mail rooms.
• Building frontage for mechanical equipment,
transformer doors, parking garage entrances,
exit stairs, and other facilities necessary to the
operation of the building are excluded from this
requirement.

Retail Frontage
Where ground floor retail is required within the
Plan Area, an urban edge should be created to
foster healthy street life. This includes storefronts
with tall floor to ceiling heights to foster visibility and transparency for homegrown businesses.

Traditional retail such as food and beverage
establishments are a subset of active uses.

Residential Frontage
Residential stoops, porches, patios, terraces,
and frontage courts create a social edge to a
neighborhood street. When set back by a small
distance and vertically above the sidewalk grade,
they can also ensure privacy at a comfortable
social distance for a residential unit.

Figure 34 Neighborhood-serving retail along major
boulevards like El Camino Real.

Figure 33 Building lobbies and other accessory spaces to residential uses are considered active uses.

Figure 35 Residential stoops should be set back and elevated to provide privacy for residents.

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2.4 Mobility
The envisioned mobility framework
for the NVCAP will provide an array
of high-quality mobility options
on safe, low-stress, and visually
interesting streets.

Pedestrian and bicycle facilities will be designed
for people of all ages and abilities, and accessible
paths to transit will include wayfinding signage
and other amenities. Streets and intersections
will be designed to prioritize local circulation and
access and to encourage low vehicle speeds. The
planned improvements will be fully integrated into
the surrounding neighborhoods to ensure seamless
connections for all users.

Figure 36 NVCAP Mobility Framework
For design standards and guidelines, go to:

Chapter 3: Public Realm
Chapter 4: Accessibility and Mobility

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2.4 Pedestrian Realm
A well-designed, integrated pedestrian network
is a vital component of the NVCAP. The mobility
framework prioritizes a fully connected, ADA-
accessible sidewalk network throughout the
neighborhood. Wide, tree-lined sidewalks will
foster a people-first environment, where all ages
and abilities can move safely and conveniently
throughout the neighborhood.

Portage Avenue, Park Boulevard, and Olive
Avenue will become priority walking routes to the
California Avenue Caltrain Station and the bus
stops along El Camino Real to ensure convenient
alternatives to driving.

In addition to established public sidewalks, the
Plan envisions publicly accessible private paths to
bridge existing gaps.

Project Goals
Transit, Pedestrian, and
Bicycle Connections
Create and enhance well-defined
connections to transit, pedestrian, and
bicycle facilities, including connections to
the Caltrain Station, Park Boulevard, and
El Camino Real.

Connected Street Grid
Create a connected street grid, filling in
sidewalk gaps and street connections to
California Avenue, the Caltrain Station,
and El Camino Real where appropriate.

Community Facilities
and Infrastructure
Carefully align and integrate development
of new community facilities and
infrastructure with private development,
recognizing both the community’s needs
and that such investments can increase
the cost of housing.

Spotlight:

The Portage Avenue Woonerf
Central to the vision for a re-imagined North
Ventura neighborhood is a shared street, or
“woonerf,” along Portage Avenue.

Woonerf (“street for living”) is a Dutch term
for an integrated, common space shared by
pedestrians, bicyclists, and low-speed motor
vehicles. They typically have no curbs or
sidewalks, and vehicles are slowed by trees,
Figure 37 NVCAP Pedestrian Network
Publicly accessible shared path on private
property
Pedestrian path
Woonerf
External pedestrian connections
Project Boundary
planters, parking areas, and other traffic
calming devices in the street. In addition to
becoming a great space for walking and
bicycling, the Portage Avenue woonerf can
provide a placemaking space for community
gatherings, events, retail, and other flexible
uses.

Figure 38 View of the Bell Street Woonerf in Seattle, Washington Legend

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Street From To Bike Facility
El Camino Real Page Mill Road Lambert Avenue Separated and/or Buffered Bike Lane along segment
Ash Street
Page Mill Road Olive Avenue Shared Use Path
Acacia Avenue Lambert Avenue Bicycle Boulevard
Park Boulevard Page Mill Road Lambert Avenue Separated Bike Lanes Page Mill Road El Camino Real Park Boulevard Separated or Buffered Bike Lanes
Olive Avenue El Camino Real Park Boulevard Bicycle Boulevard with Wide Sidewalks
Portage Avenue
El Camino Real Ash Street Shared Use Path or Bicycle
Boulevard
Ash Street Park Boulevard Woonerf or Shared Use Path
Bike Network
The NVCAP will feature a high-quality, “low-
stress” bikeway network that will be comfortable
for people of all ages and abilities to use. The
proposed network will be integrated into the
citywide network to ensure safe, convenient
connections to the adjacent neighborhoods. This
will be achieved by selecting bicycle facilities that
prioritize safety and comfort based on vehicle
speeds and volumes, and with intersections
that have appropriate bike-specific crossing
treatments and traffic control. Wayfinding
signage and ample bicycle parking are also
integral elements of the network. The bicycle
network will support a range of users, including
the future integration of scooters, e-bikes, and
other micromobility devices.

The low-stress bike network will include
separated bicycle lanes on busier streets, bicycle
boulevards on calmer neighborhood streets,
and well-designed intersections throughout the
project Plan.

Shared-Use Paths are off-street, two-way
bikeways physically separated from motor vehicle
traffic and used by people bicycling, walking, and
other non-motorized users.

Separated Bike Lanes are dedicated bikeways
that combine the user experience of a multi-
use path but are located on a street. They
are physically distinct from the sidewalk and
separated from motor vehicle traffic by physical
objects such as parked vehicles, a curb, green
stormwater infrastructure, or posts.

2.4 Buffered Bike Lanes provide dedicated on-street
space for bicyclists delineated with a designated
buffer space separating the bicycle lane from the
adjacent motor vehicle travel lane.

Bicycle Boulevards are streets with low vehicle
volumes and speeds, designated and designed
to prioritize bicyclists. Bicycle boulevards use
signs, pavement markings, and speed and
volume management measures to discourage
vehicle cut-through trips and include safe,
convenient bicycle crossings of busy arterials.

The 2012 Bicycle and Pedestrian Transportation
Plan includes a potential future grade-separated
pedestrian and bicycle crossing of Caltrain/
Alma Street, either near Matadero Creek/
Park Boulevard or between Margarita and
Loma Verde Avenues. This project is outside of
the NVCAP boundary but will close the gap
between existing crossings and greatly improve
east-west connectivity in conjunction with other
improvements.

Gateway Intersections
The intersections surrounding the Plan Area will
be enhanced to improve access, safety, and
connectivity to adjacent neighborhoods. This is
particularly important for pedestrian and bicycle
safety, as the current intersections’ designs largely
prioritize vehicular speed and access. New design
guidance and signal technology advancements
offer options for improved intersection
interactions between people walking, biking,
and driving. In particular, intersections on the
bicycle network with a high potential for conflicts
between bicycles and vehicles must be designed
thoughtfully.

Figure 39 Bike Facility Degree of Separation
Figure 40 NVCAP Bike Network Framework
Table 5 Bicycle Facility Classifications

THE VISION
Separated
Bike Lane
Publicly Accessible
Shared Paths on
Private Property
Woonerf
Bike Boulevard
External Bike
Connections
Project Boundary
Legend Shared Paths
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2.4 Transit
The success of transit is strongly dependent
upon the level of convenience that is offered
to the patron. Currently, the North Ventura
neighborhood contains two transit stops: a mid-
block stop located at El Camino Real and Portage
Avenue and a far-side stop located at El Camino
Real and Page Mill Road. The mobility framework
focuses on designing intuitive, accessible, and
safe routes to transit through priority pedestrian
and bike streets, wayfinding signage to navigate
to Caltrain, enhanced bus stop amenities for
passengers, and a mobility hub along Portage
Avenue.

Vehicles Circulation and Parking
The mobility framework serves the needs of
existing and future development with vehicle
and parking strategies aimed to prioritize local
circulation and access, encourage low speeds,
and determine right-sized parking capacity.

To support local access and mitigate cut-through
traffic, the Plan proposes to convert Ash Street
from Page Mill Road to Olive Avenue into a one-
way southbound street. Olive Avenue from Ash
Street to El Camino Real will remain a two-way
street.

Vehicular traffic on the woonerf on Portage
Avenue is permitted but should be discouraged.

Vehicle circulation in this area will be primarily
for access to buildings located on the woonerf.

Acacia Avenue from Ash Street to Park Boulevard
will be a private aisle for accessing residential
frontage on Acacia Avenue for parking and
unloading.

In compliance with AB-2097, no parking
minimums are to be set as the neighborhood
is near a Caltrain Station. However, there
will also be no parking maximums, allowing
the neighborhood to follow a market-based
regulatory approach. No new surface parking
is proposed, and new parking supply should be
implemented on the ground or basement levels
of new buildings. Where new buildings are not
proposed, existing surface parking spaces are
to remain to support remaining commercial
offices. Street parking is to remain in front of
single-family homes on Pepper Avenue and Olive
Spotlight:

Mobility Hub
Mobility hubs are places in a community that
bring together public transit, bike share, car
share and other sustainable transportation
modes. The MTC Mobility Hub Program has
identified the North Ventura neighborhood
as a candidate for a mobility hub. This
neighborhood’s proximity to the proposed
public park, the California Avenue Caltrain
Station, and bus stops on El Camino Real
provides important connections to regional
transit and micromobility pathways. The
neighborhood mobility hub is proposed at the
intersection of Portage Avenue and El Camino
Real. This location is ideal given its proximity
to varying active frontage uses as well as the
proposed woonerf. Proposed amenities could
include:
• Transit shelters and waiting areas.
• Bicycle parking facilities.
• Shared mobility (bike share, scooter share,
etc.) access points.
• Electric vehicle (EV) charging infrastructure.
• Designated parking for car share services.
• Real-time travel information signage and
interactive displays.
• Area maps and bulletins promoting local
amenities and events.
• Monitoring systems to measure ridership,
mobility, security, and public life metrics.
• Digital and physical wayfinding tools.

Avenue, with no new street parking proposed
along new developments. Street parking near
intersections should be restricted to ensure
large vehicles and emergency vehicles are
able to safely make turns. To support the new
ground-floor retail and active use frontage in
new buildings, short-term parking should be
implemented on the ground or basement levels
of the new developments.

Transportation Demand
Management (TDM) Strategies
TDM strategies can be effective at encouraging
fewer trips made by single-occupancy vehicles
(SOV). An effective TDM Plan ensures that
alternative modes of transportation, such as
walking, bicycling, public transit, or other forms
of shared mobility, are made available to site
occupants and nearby community members.

TDM enhancements have additional benefits
beyond reducing SOV trips, including:
• Improving the environment by reducing traffic
congestion and air quality impacts produced by
new development.
• Improving transportation circulation and safety
conditions for community members.
• Quality of life enhancements that improve the
public realm.

Figure 41 NVCAP Vehicle Movement and Parking Framework
Major Intersection
Improvements
Minor Intersection
Improvements
Traffic Signals
Project Boundary
Vehicular Movement
Vehicular Street on Private Property
Surface Parking
Vehicular Street
Legend

THE VISION
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2.5 Ecology and
Sustainability
NVCAP’s ecological framework
takes direct inspiration from the
City’s Sustainability and Climate
Action Plan, putting forward
design strategies that collectively
expands the definition of
sustainability.

This framework goes beyond mitigation,
adaptation, and resilience, but grounded in
regeneration – identifying opportunities for
renewal, restoration, carbon sequestration, and
growth of the natural environment.

The future streets, parks, natural areas, and
buildings will restore and enhance habitat
and pollinator pathways, flood protection and
stormwater management, cleaner air and
cleaner water, and healthier habitats for current
and future generations.

Figure 42 NVCAP Ecology and Sustainability Framework
For design standards and guidelines, go to:

Chapter 3: Public Realm
Chapter 4: Accessibility and Mobility
Chapter 5: Parks and Open Space
Chapter 6: Site and Building Design

GREEN STORMWATER

INFRASTRUCTURE

ENHANCED

URBAN FOREST

ENERGY EFFICIENT

BUILDINGS

COMMUNITY

OPEN SPACE

CELEBRATING

HISTORY

NATURALIZED

MATADERO CREEK

ECOLOGICAL CORRIDORS

AND HABITAT

POLLINATOR

PATHWAYS
GREEN
ROOFS

THE VISION
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2.5 Public Park
Located in the southeast corner of the Plan
Area, NVCAP proposes to transform a surface
parking lot into a new public park that is
approximately two acres. The potential future
naturalization of Matadero Creek between Park
Boulevard and Lambert Avenue serves as the
organizing framework for the park’s design and
neighborhood destination, inviting Palo Alto
residents, employees, and visitors to enjoy access
to recreational activities, habitat, and inclusive
community programming. Shared multi-use
pathways weave through the park, providing
access to the Creek and seamless connections
to the citywide pedestrian and bicycle network,
ensuring that the park is a beloved city asset that
can be enjoyed by the entire community.

The primary entrance to the park is along the
proposed Portage Avenue woonerf directly
across from the historic Palo Alto Cannery,
creating an iconic activity node. The design of
the proposed Portage Avenue woonerf supports
a natural extension of the park to the renovated
Cannery building.

Project Goals
Sustainability and the
Environment
Protect and enhance the environment,
while addressing the principles of
sustainability.

Community Facilities
and Infrastructure
Carefully align and integrate development
of new community facilities and
infrastructure with private development,
recognizing both the community’s needs
and that such investments can increase
the cost of housing.

Matadero Creek
NVCAP proposes future re-naturalization of
a section of the Matadero Creek, removing
the existing U-shaped concrete channel and
replacing it with a widened, natural channel.

The goals of a renaturalization project are to
provide community benefits, re-establish riparian
ecosystem habitat, and avoid adverse impacts
on hydraulic performance and flood risks. The
NVCAP supports a widened natural corridor with
an area available for riparian plantings, creative
landscape architecture design, and increased
recreation access. This concept includes replacing
the Lambert Avenue bridge with a longer
span and widening the creek channel from
approximately 30 feet wide to 100 feet wide.

Green Stormwater Infrastructure
As an integral part of the Plan Area’s ecological
and sustainability framework, the public realm
consists of a coordinated network of multi-
functional landscapes that effectively manage
stormwater, create pollinator pathways, mitigate
the urban heat island effect, and create usable
public spaces for all to enjoy.

Figure 44 An example of a restored creek in San Luis Obispo, CA.

Figure 45 An example of green stormwater infrastructure integrated with street furnishings.

Figure 43 A conceptual design for the future public park

SAFE CONNECTION

TO BOULWARE PARK

COMMUNITY

GARDENS

MULTI-USE

OPEN SPACE

ACTIVE ZONES

OBSERVATION DECK

THE VISION
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2.6 Urban Form
NVCAP’s Urban Form framework
champions the design of
buildings that are respectful
neighbors, human-scaled,
and embrace the street. New
development will respond to
the surrounding context such
as building up to El Camino
Real while creating a gentle
transition to quieter residential
portions of the neighborhood.

THE VISION
For design standards and guidelines, go to:

Chapter 6: Site and Building Design
Project Goals
Urban Design, Design
Guidelines, and
Neighborhood Fabric
Develop human-scale urban design
strategies, and design guidelines that
strengthen and support the neighborhood
fabric. Infill development will respect the
scale and character of the surrounding
residential neighborhood.

The Urban Form framework was developed
taking into account the existing neighborhood
in the plan area, including the existing
residential neighborhoods. In addition to
creating a well-connected neighborhood
accessible by all modes of transportation,
the framework also evaluated transitions
between the future development and existing
neighborhoods, as well as between private
development and the public realm. This
informed the building standards and site
design standards for the plan area.

The design standards and guidelines for
the public realm, public park, and buildings
are laid out in the subsequent chapters.

The standards and guidelines will create a
complete and well-connected neighborhood
that is respectful of the existing urban fabric
and achieve the goals of the plan.

Figure 47 Urban form design standards requires setbacks and stepbacks for new development that is adjacent to single family zoning.

Design for living
― Residential
Figure 46 Internal streets have height allowances that
are conducive with missing middle housing like
townhomes.
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3.1 Sidw alk Zone

3.2 Traffic Lanes and Intersections

3.3 Green Infrastructure

3.4 Paving

3.5 Exterior Lighting

3.6 Wayfinding

3.7 Public Art
Public Realm
3 The public realm is a connective tissue of streets, parks, plazas, and natural spaces that weaves throughout the
neighborhood, serving as an organizing framework for
future development while fostering inclusive, experience- rich spaces for the entire Palo Alto community.

Building on the 2030 Comprehensive
Plan’s Urban Design Vision, the Plan
Area’s public realm will ‘serve as centers
for public life with gathering places,
bicycle and pedestrian access, safety-
enhancing night-time lighting and clear
visual access, and, in some cases, small-
scale retail uses such as cafes.’
The standards and guidelines layout
a planned, intentional, well-designed
public realm network that works in
unison to achieve multiple goals:
• Aesthetically pleasing, context-
appropriate streets that enhance
residents’ quality of life and Palo Alto’s
reputation as ‘a gracious residential
community.’
• A comprehensive multi-modal
network that provides equitable
access to clean, safe, and reliable
mobility options and seamlessly
connects to the larger citywide
transportation network.
• Open spaces that blend people
places with green stormwater
infrastructure to provide new social
gathering outdoor rooms while
showcasing climate-positive design.

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3.2 T raffic Lanes and Intersections
The neighborhood is bounded on the west and
north by two major vehicular roads: El Camino
Real, a major arterial, and Oregon Expressway,
an street designed to move higher volumes of
vehicles quickly and efficiently.

However, most streets within the Plan Area are
classified in the Comprehensive Plan as local/
collectors, designed to calm traffic and give
pedestrians priority in terms of scale and facility.

The plan is aligned with the recommendations of
the National Association of City Transportation
Officials (NACTO) which states that narrower lane
widths such as 10 feet are appropriate in urban
areas and have a positive impact on street safety
without impacting traffic operations.

Standards:

The regulations that govern the requirements
for traffic lanes and intersections are mentioned
below. The information described here provides
a general overview of requirements and is not
intended to replace the regulations referenced.

3.2.1 Local Street Traffic Lane Width
All vehicle traffic lanes on local streets shall have
a width of 10 feet.

3.2.2 C alifornia Fire Code
All roadway configurations shall comply with the
California Fire Code. This includes the following:
• Roadway widths shall accommodate aerial
fire apparatus set up at strategic locations
for buildings over 27 feet tall.
•
W alkable pathways shall be a minimum of 16
feet wide and support fire apparatus weights
if vehicle traffic circulation is being restricted.

3.2.3 Cr osswalk Treatments
All crosswalk surfacing and treatments shall
follow the Americans with Disabilities Act (ADA)
specifications.

3.2.4 In tersection Enhancements
All intersection enhancements shall select from
the following toolbox:
• High visibility marked crosswalks.
• Raised crosswalks.
• Advance stop bars and yield lines.
• Daylighting to improve sightlines by
removing parking adjacent to the
intersection.
• ADA-accessible, bi-directional curb ramps.
• Curb extensions or bulb-outs.
• Bicycle detention and markings to indicate
the position and path for bicyclists to cross
the intersection.
• Traffic signals.
• Accessible pedestrian signals at intersections
with clear markings, audio, and braille
messaging.
• Leading pedestrian intervals at signalized
intersections for pedestrians to establish their
presence in the crosswalks before vehicles
proceed.
• Green Stormwater Infrastructure
Guidelines:

3.2.5 Ar tful Intersections
To enhance the aesthetics and vibrancy of
the roadway, key intersections and crosswalks
should be evaluated for the inclusion of public
art, such as unique pavers, intersection murals,
or crosswalk artwork, where appropriate. For
additional information, refer to the Public Art
Program provisions and Public Art Master Plan.
3 .1
Sidewalk Zone
Sidewalk Zone design is important for creating
a safe, accessible, and attractive urban
environment that caters to the needs of
pedestrians and cyclists.

The City has established design guidelines and
required standards for sidewalk improvements
outlined in PAMC Section 18.24.020 that are
applicable to development in the NVCAP.

The design elements apply to the three distinct
sidwalk zones: Frontage, Sidewalk, and Street.

Below is description of the zones and objective
design standards. For additional information
please refer to the respecitve PAMC section.

Project Goal
Community Facilities
and Infrastructure
Carefully align and integrate
development of new community
facilities and infrastructure with private
development, recognizing both the
community’s needs and that such
investments can increase the cost of
housing.

Figure 48 The Sidewalk Zone

PUBLIC REALM
Frontage Sidewalk Street
Building
Setback Frontage Area Pedestrian Clear
Zone
Landscape/
Furniture Zone Vehicle/Bike Lanes
Mixed-Use
• Sidewalk Dining
• Outdoor Displays
• Public Art
• Seating
• Trees/Planting
Residential
• Stoops
• Porches
• Front Yards
• Trees/Planting
• Sidewalk • Street Trees/
Planting
• Street
Lighting
• Seating
• Bike Parking
• Public Art
• Outdoor
Dining
• Bus Shelters
• Utilites (e.g.,
hydrants)
• Street Parking
• Bike Lanes
• Drop-off Zones
• Parklets
• Bus Stops
Table 6 Allowed Features by Sidwalk Zone
For more information on street
dimensions, go to: Chapter 4:

Accessibility and Mobility
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3.3 Green Infrastructure
Project Goal
Sustainability and the
Environment
Protect and enhance the environment,
while addressing the principles of
sustainability.

As an integral part of the Plan Area’s ecological
network, the public realm will consist of a
coordinated network of green stormwater
infrastructure intended to implement the
Comprehensive Plan’s vision to “provide
ecological and health benefits and a source of
beauty for residents. Palo Alto will strive for clean
air and clean water.” Inspired by natural systems,
the following standards and guidelines for
green stormwater infrastructure and the urban
forest are aimed at creating multi-functional
landscapes that:
• Effectively manage stormwater.
• Create pollinator pathways.
• De-pave unnecessary hardscaped areas to
mitigate the urban heat island effect.
• Create usable outdoor rooms which are an
extension of parks and plazas.

PUBLIC REALM
The regulations that govern the requirements
for green stormwater infrastructure and tree
protection are mentioned below. The information
described here provides a general overview of
requirements and is not intended to replace the
regulations referenced.

3.3.1 Gr een Stormwater Infrastructure
Green stormwater ifrastructure is built into
our urban environment to collect, slow, and
clean stormwater runoff through the use of
natural processes. Development is subject to
the requirements of the regional permit (San
Francisco Bay Municipal Regional Stormwater
National Pollutant Discharge Elimination System
(NPDES) Permit) and local regulations. For details
on local requirements, see the Green Stormwater
Infrastructure (GSI) Plan and PAMC 16.11,
Stormwater Pollution Prevention.

3.3.2 Str eet Trees
Palo Alto boasts a large population of trees
and has been acknowledged by both the
State of California and the National Arbor Day
Foundation as a Tree City-USA. Preserving and
enhancing the City’s urban tree canopy is key
consideration for all development, especially for
vision of the new neighborhoods within NVCAP.

For tree preservation requirements, PAMC
Chapter 8, Trees and Vegetation, provide
standards for both public and privately owned
trees. These requirements apply to all trees
and landscaping within the public right of
way. For privately owned trees, specific native
mature trees are subject to the tree protection
requirements. Please refer to the PAMC for more
details.

For new development requiring street trees,
property owners shall consult with the City’s
Urban Forestry division to determine the
appropriate street tree. Tree species should
be selected based on a combination of their
aesthetics and their ecological performance
benefits and contextual placement. Where space
allows, either on private setbacks or within the
sidewalk zones, the planting of a second row of
street trees is encouraged.

3.3.3 P ollinator Pathways
The adopted Palo Alto Parks, Trails, Natural
Open Space, & Recreation Master Plan identifies
Portage Avenue and Park Boulevard as Pollinator
Pathways.

Street design for these streets shall integrate
native plantings (e.g. riparian, grassland, or oak
woodland), and specific habitat plantings to
support pollinators such as hummingbirds and
butterflies.

Figure 49 Bioretention
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3.5 Exterior Lighting
Adequate exterior lighting should be provided in
all dedicated open spaces and along all streets
and greenways to ensure clear wayfinding and
safe pedestrian passage. Lighting design also has
an opportunity to support habitat and mitigate
light pollution, allowing current and future
generations to be able to look up and clearly see
the night sky.

The information described here provides a
general overview of requirements and is not
intended to replace established relevant
regulations unless specifically noted.

Standards:

3.5.1 Light Fixtures within Right-of-Way
All exterior light fixtures in the right-of-way shall
meet City of Palo Alto standards per PAMC 12.08
and be approved by the City.

3.5.2 F ully-Shielded Fixtures
All exterior light fixtures shall be fully shielded to
minimize glare, light trespass, and light pollution
throughout the neighborhood.

3.5.3 D ark Sky Compliant
Exterior light fixtures shall meet or exceed
applicable energy-efficiency standards while
adhering to recommended kelvin temperature
specified by the International Dark Sky
Association (2700) to prevent negative health
impacts on humans and wildlife except where
otherwise required for safety. This standard shall
be applicable until the City adopts the Citywide
ordinance on Dark Sky standards.

3.5.4 K ey Pedestrian Routes and Scale
Lighting shall reinforce key active transportation
streets and all lighting shall be scaled to the
pedestrian and bicycle experience.

3.5.5 Safety
Lighting shall allow facial recognition along paths
of travel. Lighting shall not create glare or “hot
spots” that would inhibit visual accessibility.

Guidelines:

3.5.6 Habit at Areas
If lighting is appropriate in the proposed public
park adjacent to the Creek and sensitive habitat
areas, light fixtures should be equipped with
motion sensors or timers to not disrupt the
circadian rhythms of wildlife.

3.5.7 R etail / Active Use Areas
Lighting on private property along El Camino
Real and Portage should incorporate signature
fixtures and a variety of special lighting types
such as catenary string lights to reinforce an
experience-rich street life. See PAMC 18.40,250,
Lighting, for more detail.

Figure 51 Dark sky compliant exterior light fixtures helps mitigate light pollution and the health of both humans
and wildlife.

Credit: Edgar Zacarias via Foursquare

PUBLIC REALM

3.4 Paving
Paving is a key component that will help define
the character, connectivity, and identity of the
North Ventura neighborhood’s varied streets and
open spaces. A hierarchy of paving materials
on streets like El Camino Real, Portage Avenue,
and Park Boulevard can help create clear
wayfinding and contributes aesthetically to the
neighborhood.

Standards:

3.4.1 Cit y Standards
All street paving shall meet City of Palo Alto
Sidewalk Standards per PAMC 12.08 and be
approved by the city engineer or designate.

3.4.2 Solar Reflectance Index (SRI)
Materials that reduce the urban heat island
effect by using pavement with a Solar
Reflectance Index (SRI) of 29 or higher shall be
selected for use.

3.4.3 P ortage Avenue Special Paving
The Portage Avenue Woonerf shall incorporate
a special paving pattern. The use of contrasting,
tactile, and high-quality paving that distinguishes
the bike lanes and vehicle lanes with a curbless
street that prioritizes pedestrians, gathering and
spill-over activities is encouraged.

Guidelines:

3.4.4 R esponsible Material Use
Paved areas should be made of sustainable
paving materials, including recycled, local,
and sustainable sourced materials. Consider
opportunities for the reuse of demolition waste
from the site.

3.4.5 A ccent Paving at Intersections
Street improvement projects should install accent
paving at key intersections and raised crossings. .

3.4.6 El C amino Real Special Paving
In coordination with Caltrans and VTA,
the segment of El Camino Real within the
neighborhood should incorporate a special
paving pattern that reflects its position as a
Grand Boulevard. The paving material should
extend into the private setback along active
ground floor uses to create a more comfortable
and welcoming public space for adjacent
businesses.

3.4.7 P ervious Paving for Green Stormwater
Infrastructure
Large hardscaped areas such as parking areas,
sidewalks, and driveways could utilize types of
pervious pavements to reduce ponding, recharge
groundwater, and prevent stormwater pollution.

Figure 50 Light colored pavement reduces the
urban heat island effect.

For more information on
intersections go to: Chapter 4:

Accessibility and Mobility
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3.7 Public Art
Building on the City’s legacy of commissioning
iconic public art within urban centers like
Downtown Palo Alto and California Avenue, the
integration of new and diverse public art can
contribute significantly to the sense of place
within the neighborhood. This plan is aligned
with the City of Palo Alto’s Public Art Master Plan’s
guiding principles which state that Palo Alto’s
public art will:
• Be distributed citywide, focusing on areas where
people gather and in unexpected places that
encourage exploration;
• Represent a broad variety of artistic media and
forms of expression;
• Enhance City infrastructure, transportation
corridors, and gateways;
• Include both permanent and temporary
artworks;
• Strive for artistic excellence;
• Be maintained for people to enjoy.

Guidelines:

3.7.1 L ocation of Public Art
Public art should be located at major social
engagement areas such as the proposed
public park and the Cannery Building, along
transportation corridors such as El Camino Real,
Portage Avenue, and Park Boulevard, and at
major gateway moments announcing that you
are entering the neighborhood.

Figure 53 The location of public art such as Passages
by Susan Zoccola should be located at the
public park, major transportation corridors
and major gateways.

PUBLIC REALM

3.6 W ayfinding
The design and integration of wayfinding
is an effective tool that can celebrate the
neighborhood’s history, foster a sense of place,
and support clear and predictable navigability
for residents, employees, and visitors.

Standards:

3.6.1: Caltrans Standards
Roadway signage shall comply with the
California Manual on Uniform Traffic Control
Devices (MUTCD), and California Sign
Specifications.

3.6.2: City Standards
Active Transportation signage shall adhere to
the Design Standards included in the City of Palo
Alto’s Bicycle and Pedestrian Transportation Plan;
the regulations in Sign Ordinance, PAMC 16.20
may also apply.

Guidelines:

3.6.3: Shared Use Signage
Curbless streets such as Portage Avenue
Woonerf should have signage that indicates the
delineation of the right of way for pedestrians,
bicycles, and vehicles. Shared trails within the
public park should include signage indicating the
shared use area at pedestrian and bicycle eye
level.

3.6.4: Celebrate the Cannery and Other
Landmarks
Signage and wayfinding should take cues from
neighborhood landmarks like the Cannery
by correlating graphically and emulating a
consistent color and material palette.

3.6.5: Neighborhood Maps and Directional
Signage
Area-specific maps and directional signage that
highlights nearby destinations along pedestrian
pathways should be installed at major gateways
into the neighborhood.

3.6.6: Mile Markers and Educational Placards
The use of mile markers and educational and
interpretive placards can be placed along the
trails along Matadero Creek to inform visitors
about the re-naturalization process and
subsequent ecological benefits.

Figure 52 Neighborhood map and directional
signage are effective wayfinding tools for
visitors to the area.
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4.1 P edestrian Realm

4.2 Bik e Network

4.3 G ateway Intersections

4.4 Str eet Sections

4.5 T ransit Access

4.6 V ehicle Circulation and Parking

4.7 T ransportation Demand Management
Accessibility and Mobility
4 Vibrant, pedestrian-oriented, and visually interesting streets will be the setting for the future of the North Ventura neighborhood. With generous and active
sidewalks, traffic calming devices, and low-stress bicycle facilities, the street network will provide a variety of options to travel safely and conveniently through the
neighborhood.

Building on the 2030 Comprehensive
Plan, Palo Alto Bicycle and Pedestrian
Plan, and Grand Boulevard Palo Alto
Safety Study, the plan supports the
implementation of the City’s vision
to ‘build and maintain a sustainable
network of safe, accessible and
efficient transportation and parking
solutions for all users and modes,
while protecting and enhancing the
quality of life in Palo Alto. Programs
will include alternative and innovate
transportation processes, and the
adverse impacts of automobile traffic
on the environment in general and
residential streets in particular will be
reduced.

Streets will be safe, attractive and
designed to enhance the quality and
aesthetics of Palo Alto neighborhoods.

Palo Alto recognizes the regional
nature of its transportation system,
and will be a leader in seeking
regional transportation solutions,
prioritizing Caltrain service
improvements and railroad grade
separations.’
The following street sections, which
include street design standards and
guidelines, are intended to illustrate
the long term vision of the NVCAP
mobility network. The design of the
new streets will be built out over time.

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The NVCAP aims to create a fully connected,
accessible, and prioritized network of wide,
tree-lined sidewalks with regular maintenance,
promoting walkability, safety, and connections for
all residents.

Portage Avenue, Park Boulevard, and Olive
Avenue will be prioritized as walking routes to
the California Avenue Caltrain Station and bus
stops along El Camino Real, offering convenient
alternatives to driving. Establishing publicly
accessible private paths to bridge existing gaps
will further ensure a fully connected pedestrian
network within the plan area.

Standards:

4.1.1 P edestrian-Friendly Street Design
The NVCAP shall feature a fully connected,
ADA-accessible sidewalk network with enhanced
intersections promoting pedestrian safety and
accessibility while collaborating with local
disability organizations to ensure inclusive design
throughout.

4.1.2 Fir st/Last Mile Transit Connections
To create safe and accessible walking routes to
the California Avenue Caltrain Station and the
bus stops along El Camino Real, routes along
Park Boulevard shall be enhanced. The following
are some design options that can be considered
to meet this requirement:
• Pedestrian-scaled lighting
• Wider sidewalks
• Wayfinding signage
• Buffered bike lanes
• Collaborating with developers to restrict
new curb cuts, close old ones, and design for
activated ground floor frontages.

A signalized crosswalk at Page Mill Road/ Ash
Street can be considered to open another
accessible route to the Caltrain Station.

MOBILITY
Bike Network
The NVCAP will implement a high-quality, “low-
stress” bike network, seamlessly integrated
with the citywide system. This bike network,
incorporating separated lanes for busier streets,
boulevard treatments for calmer areas, and
well-designed intersections, will prioritize safety
and comfort for all users, including cyclists,
future micromobility devices, and pedestrians.

Wayfinding signage and ample parking will
complete this network, encouraging travel by
bike throughout the plan area and beyond.

Pedestrian Realm
Project Goal
Connected Street Grid
Create a connected street grid, filling in
sidewalk gaps and street connections to
California Avenue, the Caltrain Station,
and El Camino Real where appropriate.

Standards:

4.2.1 Bic ycle Facilities
The standards for bike facilities vary depending
on the streets within NVCAP. Table 5 in Chapter
2 on page 47 outlines the specific bike facility
improvements required for each street section.

These improvements range from shared use paths
and buffered bike lanes to bike boulevards.

4.2.2 C ompliance with Other Standards
The bicycle network within the plan area shall
comply with Citywide standards, including,
but not limited to, the Bicycle + Pedestrian
Transportation Plan. For El Camino Real,
additional consideration shall be given to
standards established by other relevant agencies.
4 .1 4.2

4.1.2 Woonerf
A woonerf shall be developed on Portage
Avenue between Ash Avenue and Park
Boulevard, designed in accordance with
the Portage Avenue Street Section Design
Standards and Guidelines outlined in Section

4.4 and consider the following:
• A row of street trees on either side of the
main travel way to designate pedestrian
priority areas adjacent to building frontages.
• Signage emphasizing the presence of
pedestrians and bicyclists.
• Textured or permeable pavement designed
to slow vehicle speeds and provide
stormwater management benefits.
• Pedestrian-scale lighting
• Seating areas
• Landscaping and Green Stormwater
Infrastructure
• Design elements that highlight the
community’s vision or character.

Guidelines:

4.1.3 P ublicly Accessible Private Path
As indicated in the NVCAP Pedestrian Network
(Figure 37 in Chapter 2), publicly accessible and
shared private paths should be estsablished
to contribute to the overall pedestrian network
within the plan area.

Project Goal
Transit, Pedestrian, and
Bicycle Connections
Create and enhance well-defined
connections to transit, pedestrian, and
bicycle facilities, including connections to
the Caltrain Station, Park Boulevard, and
El Camino Real.

Guidelines:

4.2.3 Bic ycle Support Facilities
Facilities that support bicycle travel should be
incorporated at various locations throughout the
NVCAP. These include:
• Wayfinding signage along the bicycle
network that provides information on routes,
destinations, and distances.
• Bicycle parking: expand the availability of
sidewalk bicycle parking, secure long-term
bicycle parking, and install end-of-trip
facilities at transit stops along El Camino Real
and at the California Avenue Caltrain Station.

These may be in the form of outdoor bicycle
racks, indoor or outdoor bicycle lockers, or
indoor bicycle parking cages for each tenant.
• Shower facilities and lockers at places of
employment.
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Gateway Intersections

4.3 Figure 54 Map of Conceptual Gateway Intersection Design Improvements Recognizing the need to enhance the safety
and experience for all users, the NVCAP will
implement new design strategies for its gateway
intersections. These crucial entry and exit points
often face challenges in balancing the needs of
pedestrians, cyclists, and drivers. By prioritizing
safety at these intersections, the plan aims
to create a more welcoming and accessible
environment for everyone entering and
leaving the plan area and to provide seamless
connection to the rest of the city.

NVCAP will pursue enhancements to the five
gateway intersections listed:

1. El Camino Real and Page Mill Road

2. El Camino Real and Olive Avenue

3. El Camino Real and Portage Avenue /
Hansen Way

4. Lambert Avenue and Ash Street

5. Park Boulevard and Portage Avenue
Details regarding each intersection are provided
in the following pages. For improvements to
intersections along streets not owned and
controlled by the City, specifically El Camino Real
and/or Page Mill Road, approval from Caltrans
and or the County is required. The City will work
closely with other partnering agencies to further
the goals and vision of the plan area, as well as
adhere to the design standards and guidelines of
partnering agencies.

The NVCAP prioritizes well-designed gateway
intersections, but acknowledges specific design
details will be subject to future City-led efforts,
ensuring flexibility and integration with evolving
needs. Broader and more comprehensive
analyses and engineering of gateway
intersections is required to finalize design
recommendations. This includes, but may not be
limited to, an Intersection Safety and Operational
Assessment Process (ISOAP) to identify the
optimal design strategies for intersection types,
geometry, and traffic control at gateway
intersections.

North Ventura Coordinated Area Plan
Draft Document: January 2023
7  Daylighting to improve sightlines by
removing parking adjacent to the
intersection
 ADA-accessible, bi-directional curb ramps
 Curb extensions or bulb-outs
 Bicycle detection and markings to indicate
the position and path for bicyclists to cross
the intersection
 Traffic signals
 Accessible pedestrian signals at intersections
with clear markings, audio, and Braille
messaging
 Leading pedestrian intervals at signalized
intersections for pedestrians to establish
their presence in the crosswalks before
vehicles proceed
Site-specific recommendations are provided for each intersection.

1. El Camino Real/Page Mill Road

The intersection of El Camino Real and Page Mill Road will be redesigned with specific transit, pedestrian and bicycle elements.

The eastbound right turn slip lane from Page Mill Road to El Camino Real will be demolished, tightening the turning radius, and thereby reducing vehicular turn speeds and pedestrian crossing distances.

Separated bicycle lanes will provide dedicated space for bicyclists on El Camino Real, and they will also receive dedicated signal phasing to reduce conflicts with right-turning vehicles when crossing Page Mill Road. Red pavement markings will also indicate that buses can use the right-turn lanes to proceed forward across the intersection to far side bus stops with new transit boarding islands.

Gateway Intersection 1:

El Camino Real and Page Mill Road
The intersection of El Camino Real and Page
Mill Road will be redesigned with specific transit,
pedestrian and bicycle elements.

At built-out, the eastbound right turn slip lane
from Page Mill Road to El Camino Real would
be removed, tightening the turning radius, and
thereby reducing vehicular turn speeds and
pedestrian crossing distances. In the near-term,
the County has a plan to enhace this intersection
without removal of the right-turn pork chop at
the Palo Alto square corner.

Separated bicycle lanes will provide dedicated
space for bicyclists on El Camino Real, and they
will also receive dedicated signal phasing to
reduce conflicts with right-turning vehicles when
crossing Page Mill Road. Red pavement markings
will also indicate that buses can use the right-turn
lanes to proceed forward across the intersection
to far side bus stops with new transit boarding
islands.

Figure 55 El Camino Real and Page Mill Road Conceptual Intersection Design ADA Ramp
Bus Lane
Sidewalk
Bicycle Lane
Legend
El Camino Real
Page Mill Rd
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Gateway Intersection 2:

El Camino Real and Olive Avenue
The intersection of El Camino Real and Olive
Avenue would be redesigned with high visibility
marked crosswalks and bicycle elements would
be painted across all approaches. While a traffic
signal is not proposed for this intersection, other
strategies should be explored to ensure improved
pedestrian and bicycle access and safety across
El Camino Real.

Figure 56 El Camino Real and Olive Avenue Conceptual Intersection Design ADA Ramp
Sidewalk
Bicycle Lane
Legend
Gateway Intersection 3:

El Camino Real and Portage Avenue / Hansen Way
Figure 57 El Camino Real, Hansen Way, Portage Avenue Conceptual Intersection Design ADA Ramp
Sidewalk
Bicycle Lane
Legend
Both slip lanes entering and exiting Hansen
Way from El Camino Real would be closed and
redesigned to include a dedicated bicycle cut-out
to cross El Camino Real. Separated bicycle lanes
will provide dedicated space to cyclists along El
Camino Real.

The existing northbound bus stop would be
relocated to the far side of Portage Avenue with
dedicated boarding islands separating transit
users from cyclists. All existing crosswalks would
be repainted to be high visibility, and the existing
crosswalk at Portage Avenue will be straightened
across El Camino Real.

Portage Avenue is currently proposed to be
bicycle boulevard and woonerf. Alternatively, a
two-way bikeway on Portage Avenue from Park
Boulevard to El Camino Real may be included in
the final design of this intersection.
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STREETS
Gateway Intersection 4:

Lambert Avenue and Ash Street
A raised crosswalk with advance yield lines would
be located on the east side of the intersection.

This will provide a direct connection for the
proposed path along Matadero Creek between
John Boulware Park and the proposed park
on the NVCAP site. The segment of Ash Street
adjacent to Boulware Park is being removed and
will become a part of the park.

Figure 58 Lambert Avenue and Ash Street Conceptual Intersection Design ADA Ramp
Sidewalk
Matadero Creek
Legend
Gateway Intersection 5:

Park Boul vard and Portage Avenue
This intersection is the primary access point
into the woonerf along Portage Avenue. The
intersection would be stop-controlled and have
high visibility crosswalks on all approaches.
“North Ventura” gateway signage should be
installed at the entrance to the woonerf.

Figure 59 Park Boulevard and Portage Avenue Conceptual Intersection Design ADA Ramp
Sidewalk
Bicycle Lane
Legend
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STREETS
Other Intersection Improvements
Page Mill Road and Park Boulevard
Page Mill Road/Park Boulevard was recently
redesigned as part of the construction of
adjacent development. While vehicle volumes
are currently quite low there today, they are
projected to increase over time.

To support the transition to a more pedestrian
and bicycle-friendly neighborhood, additional
safety treatments such as leading pedestrian
intervals, advance stop bars, and a “bike box” for
northbound Park Boulevard may be considered.

Page Mill Road and Ash Street
A hybrid beacon or full traffic signal and a
marked crosswalk should be installed at this
location to support pedestrians and bicyclists
crossing Page Mill Road. Coordination with Santa
Clara County would be needed to determine if a
signal or crossing is feasible.

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Street Sections
Park Boulevard
Park Boulevard is a priority north-south bicycle
and pedestrian street that connects the NVCAP
Plan Area to the California Avenue Caltrain
Station and terminates at the California Avenue
Business District. The street emphasizes multi-
modal transportation with wide pedestrian
sidewalks, bi-directional buffered bike lanes, and
a two-way flow of vehicles is maintained. Park
Boulevard is designated as a citywide pollinator
pathway, the design of the street prioritizes
a connected canopy of trees and a lush,
landscaped streetscape to support the health
and comfort of both people and wildlife.

STREETS
Building Entries New development shall provide
a primary entry or entries on Park
Boulevard.

Frontage / Setback Western Edge: 20 Feet from
Property Line
Eastern Edge: 5 Feet from
Property Line
Pedestrian Clear Zone 8 Feet
Landscape / Furniture
Zone
4-4.5 Feet
Bicycle Facility Separated Buffered Bike Lanes
5 Feet Bike Lane
2-3 Feet Buffer
Parking / Loading No On-Street Parking
Vehicle Travel Lanes 10 Feet
One Lane in Each Direction

4.4.1 Str eet Design
Guidelines:

4.4.2 Widen th e Pedestrian Throughway
Streetscape elements should include:
• Street trees that can create a connective
canopy at full maturity
• Lighting and wayfinding that provides a
neighborhood branding/identity opportunity
• Seating/rest areas for residents and
commuters
• Green Stormwater Infrastructure in the
setbacks, landscape/furniture zone, and if
space allows, the separated buffered bike
lane.

Standards:

Figure 60 Typical Park Boulevard Section
Table 7 Park Boulevard Street Design
western edge eastern edge

4.4 The following street sections, which include street design standards and guidelines, are intended to illustrate the long term vision of the NVCAP mobility network. The design of the new streets will be built out over time.
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Olive Avenue
Olive Avenue is a priority east-west pedestrian
and bicycle street that creates a direct link
between the commercial activity on El Camino
Real with the multi-modal mobility on Park
Boulevard. Olive Avenue has two distinct street
designs:

Between Park Boulevard and Ash Street, the
street is configured to accommodate comfortable
sidewalks and two-way vehicle travel lanes. Due
to the low traffic volumes and speeds on Olive
Avenue, the street is designated as a bicycle
boulevard which allows cyclists to ride with traffic.

The setback on the northern edge of the street is
20 feet to protect the existing green stormwater
infrastructure along the 395 Page Mill Road
property.
1 2

STREETS
Building Entries New development shall provide a
primary entry or entries on Olive
Avenue except for properties that
are abutting Park Boulevard or
Ash Street.

Frontage / Setback Northern Edge: 20 Feet (Existing
Bioswale)
Southern Edge: 10 Feet from
Property Line
Pedestrian Clear Zone 8 Feet
Landscape / Furniture
Zone
Northern Edge: 3 Feet
Southern Edge: 4 Feet
Bicycle Facility Bicycle Boulevard
10 Feet
Parking / Loading 2 Lanes of On-Street Parking
Vehicle Travel Lanes 10 Feet
1 Lane in Each Direction
Building Entries New development shall provide a
primary entry or entries on Olive
Avenue except for properties that
are abutting El Camino Real or
Ash Street.

Frontage / Setback 10 Feet from Property Line
Pedestrian Clear Zone 8 Feet
Landscape / Furniture
Zone
Northern Edge: 3 Feet
Southern Edge: 4 Feet
Bicycle Facility Bicycle Boulevard
10 Feet
Parking / Loading 2 Lanes of On-Street Parking
Vehicle Travel Lanes 10 Feet
1 Lane in Each Direction

4.4.3 Str eet Design
Between Park Boulevard and Ash Street Between Ash Street and El Camino Real1 2 Standards:

Figure 61 Typical Olive Avenue section between Park Boulevard and Ash Street Figure 62 Typical Olive Avenue section between Ash Street and El Camino Real 1 2
Table 8 Olive Avenue Street Design
northern edge southern edge
Between Ash Street and El Camino Real, the
street remains a two-way street. Due to the low
traffic volumes and speeds on Olive Avenue, the
street is designated as a bicycle boulevard which
allows cyclists to ride with traffic. The on-street
parking on both sides of the street is maintained.
northern edge southern edge
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Ash Street
Ash Street is a quiet, predominately residential
street, which provides a critical north-south
connection throughout the Plan Area. A desired
pedestrian connection across Olive Avenue to
Acacia Avenue will provide seamless access
from Page Mill Road to public park, Matadero
Creek, and existing community amenities such as
Bouleware Park. Ash Street has two distinct street
designs:

Between Page Mill Road and Olive Avenue,
the street is converted from a two-way street
to a one-way southbound street. This change
prevents northbound traffic on El Camino Real
from using the neighborhood as a cut-through to
travel eastbound on Page Mill Road. The western
edge of the street features a wide shared-use
path for pedestrians and northbound cyclists.

Setback
5’
8’
Clear
Walkway
4’
Tree
Bed
SetbackSetback Setback
Existing Property Line
Existing Property Line
Existing Property Line
Existing Property Line
5’ 5’
10’5’12’
Shared
Path Shared Lane
Tree
Bed
8’
Clear
Walkway
Ash Street (Between Page Mill and Olive, Looking towards North) 10’5’ 10’
Clear
Walkway Shared Lane Shared Lane
Ash Street (Between Olive and Lambert, Looking towards North) 5’
40’40’
Tree
Bed
8’
1 2

STREETS
Building Entries New development shall provide
a primary entry or entries on Ash
Street except for properties that
are abutting Page Mill or Olive
Avenue.

Frontage / Setback Western Edge: Maximum 5 Feet
from Property Line
Eastern Edge: Maximum 5 Feet
from Property Line
Pedestrian Clear Zone Eastern Edge:

Shared Use Path: 12 Feet
Western Edge: 8 Feet
Landscape / Furniture
Zone
Western Edge: 5 Feet
Eastern Edge: 5 Feet
Bicycle Facility Southbound:

Bicycle Boulevard
10 Feet
Vehicle Travel Lanes 10 Feet
1 Southbound Lane
Building Entries New development shall provide
a primary entry or entries on Ash
Street except for properties that
are abutting Portage Avenue,
Lambert Avenue or Acacia
Avenue.

Frontage / Setback Maximum 5 Feet from Property
Line
Pedestrian Clear Zone 8 Feet
Landscape / Furniture
Zone
Western Edge: n/a
Eastern Edge: 4 Feet
Bicycle Facility Bicycle Boulevard: 10 Feet
Vehicle Travel Lanes 10 Feet
1 Lane in Each Direction

4.4.4 Str eet Design
Between Page Mill Road and Olive Avenue Between Acacia Avenue and Lambert Avenue1 2 Standards:

Figure 63 Typical Ash Street section between Page Mill Road and Olive Avenue Figure 64 Typical Ash Street section between Acacia Avenue and Lambert Avenue 1 2
Table 9 Ash Street Street Design
western edge eastern edge
western edge eastern edge
Between Olive Avenue and Lambert Avenue, the
street segment is designed with bi-directional
sidewalks and vehicle lanes. The vehicle travel
lanes are also designated as bicycle boulevards,
where cyclists share the road with vehicles.
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Acacia Avenue
Acacia Avenue is an east-west street, primarily
serving as service street for the Plan Area. The
street extends from El Camino Real to Ash Street,
at which point it becomes a private driveway for
the 340 Portage site. The street design for the
segment between Ash Street and El Camino Real
consists of bi-directional pedestrian sidewalks
along with two-way vehicle lanes. On-street
parking is maintained on the southern edge of
the street.
10’8’ 10’
Clear
Walkway Drive Lane Drive Lane
8’
Clear
Walkway
8’
On-Street
Parking
48’
Setback Setback
Tree
Bed
4’
Existing Property Line
Existing Property Line
5’ 5’
Acacia Street (Looking towards East)

STREETS
Building Entries New development shall provide
a primary entry or entries
on Acacia Avenue except for
properties that are abutting El
Camino Real or Park Boulevard.

Frontage / Setback Maximum 5 Feet from Property
Line
Pedestrian Clear Zone 8 Feet
Landscape / Furniture
Zone
Northern Edge: 4 Feet
Southern Edge: n/a
Bicycle Facility n/a
Parking / Loading Southern Edge: 1 Lane of On-
Street Parking
Vehicle Travel Lanes 10 Feet
1 Lane in Each Direction

4.4.5 Str eet Design
Standards:

Between Ash Street and El Camino Real
Figure 65 Typical Acacia Avenue Section
Table 10 Acacia Avenue Street Design
northern edge southern edge
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Pepper Avenue
Pepper Avenue is a slow residential street,
extending from El Camino Real to Ash Street.

The street design supports existing residents with
wide, tree-lined sidewalks and two-way traffic
lanes. On-street parking is maintained on either
side.

STREETS
Building Entries New development shall provide
a primary entry or entries on
Pepper Avenue except for
properties that are abutting Ash
Street.

Frontage / Setback
Maximum 10 Feet from Property
Line
Pedestrian Clear Zone 5 Feet
Landscape / Furniture
Zone
Northern Edge: 4.5 Feet
Southern Edge: 4.5 Feet
Bicycle Facility n/a
Parking / Loading 2 Lanes of On-Street Parking
Vehicle Travel Lanes 10 Feet
1 Lane in Each Direction

4.4.6 Str eet Design
Standards:

Between Ash Street and El Camino Real
Figure 66 Typical Pepper Avenue Section
Table 11 Pepper Avenue Street Design
northern edge southern edge
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Portage Avenue
Portage Avenue is a priority east-west bicycle
and pedestrian street which becomes a critical
citywide link from Park Boulevard connecting the
California Avenue Caltrain and Business District to
the existing bicycle infrastructure on Hansen Way
to the Stanford Research Park. Portage Avenue
has two distinct street designs:

Between Park Boulevard and Ash Street is the
Portage Avenue woonerf, ‘the front door’ for
the public park and the Cannery building. The
woonerf, which will be a publicly accessible
private street is an integrated, curbless street,
shared by pedestrians, bicyclists, and low-
speed vehicles. The street incorporates outdoor
furnishings such as trees, planters, green
stormwater infrastructure and seating to ensure
this space fosters community gatherings, events,
retail, and other flexible uses. The city may
consider a shared-use path on Portage Avenue.

Between Ash Street and El Camino Real,
Portage Avenue takes on a more typical street
configuration. The street design includes two
1 2
Setback Setback
Existing Property Line
Existing Property Line
10’8’ 10’
Clear
Walkway Shared Lane Shared Lane
8’
Clear
Walkway
15’
Tree Bed
Portage Avenue (Between Ash and ECR, Looking towards East) 8’
On-Street
Parking
59’
5’ 5’
10’8’ 10’
Clear
Walkway Shared Lane Shared Lane
8’
Clear
Walkway
15’
Tree Bed /
Outdoor rooms
Portage Avenue (Between Ash and ECR, Looking towards East) 8’
Street Life /
Flower beds
59’
Setback
Existing Property Line
Existing Property Line
5’
sidewalks with a wide furnishing zone on the
northern edge of the street. Two-way traffic
lanes are retained with on-street parking on the
southern edge of the street. Due to the low traffic
volumes and speeds, this segment of Portage is
designated as a bicycle boulevard, where cyclists
share the road with vehicles.

STREETS
Building Entries New development shall provide
a primary entry or entries on
Portage Avenue except for
properties that are abutting Park
Boulevard.

Frontage / Setback Northern Edge: Maximum 5 Feet
from Property Line
Southern Edge: n/a
Pedestrian Clear Zone 8 Feet
Landscape / Furniture
Zone
Northern Edge: 15 Feet
Southern Edge: 8 Feet
Bicycle Facility Bicycle Boulevard
10 Feet
Vehicle Travel Lanes 10 Feet
Building Entries New development shall provide a
primary entry or entries on Olive
Avenue except for properties that
are abutting El Camino Real.

Frontage / Setback Maximum 5 Feet from Property
Line
Pedestrian Clear Zone 8 Feet
Landscape / Furniture
Zone
Northern Edge: 15 Feet
Southern Edge: n/a
Bicycle Facility Bicycle Boulevard
10 Feet
Parking / Loading Southern Edge: 1 Lane of On-
Street Parking
Vehicle Travel Lanes 10 Feet
1 Lane in Each Direction

4.4.7 Str eet Design
Standards:

Between Park Boulevard and Ash Street Between Ash Street and El Camino Real1 2 Figure 67 Typical Portage Avenue section between Park Boulevard and Ash Street Figure 68 Typical Portage Avenue section between Ash Street and El Camino Real 1 2
Table 12 Portage Avenue Street Design
northern edge southern edge
northern edge southern edge
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Guidelines:

4.4.8 Str eetscape Elements
Streetscape elements of the Portage Avenue
woonerf include:
• A row of street trees on either side of the main
travel way to designate pedestrian priority areas
adjacent to building frontages
• Signage emphasizing the presence of
pedestrians and bicyclists
• Textured or permeable pavement designed to
slow vehicle speeds and provide stormwater
management benefits
• Pedestrian-scale lighting
• Seating areas
• Landscaping and green stormwater
infrastructure
• Design elements that highlight the community’s
vision or character
• Public art that will enhance the pedestrian
experience and reflect the community’s unique
character.

STREETS
Figure 69 Streetscape elements like double row of trees, textured pavement, pedestrian scale lighting , and seating encourages a low-carbon, welcoming neighborhood environment. 92 North Ventura Coordinated Area Plan 93
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Lambert Avenue
Lambert Avenue is the southern edge of the
plan area. Lambert Avenue is improved on the
northern half of the existing street to enhance
the pedestrian experience along the edge of
the NVCAP site boundary. The existing vehicular
travel lane is narrowed, and on-street parking is
eliminated to make space for a wider pedestrian
thoroughfare and generous furnishing zone for
enhanced bio-retention area and dense canopy
trees.

El Camino Real
El Camino Real is a regional arterial street as
well as the western edge of the plan area. El
Camino Real is improved on the eastern half
of the existing street. New development is
required to setback by 5 feet in order to provide
a wider pedestrian sidewalk and furnishing
zone to support a more comfortable pedestrian
experience.

The configuration of the roadway will be
determined in coordination with Caltrans
independently of the NVCAP.

STREETS
Building Entries New development shall provide
a primary entry or entries on
Lambert Avenue except for
properties that are abutting Park
Boulevard or El Camino Real.

Frontage / Setback Northern Edge:

Maximum 5 Feet
Pedestrian Clear Zone 8 Feet
Landscape / Furniture
Zone
Northern Edge:

9.5 Feet
Vehicle Travel Lanes Westbound Lane
10 Feet

4.4.9 Str eet Design
Standards:

Between Park Boulevard and El Camino Real1
Building Entries New development shall provide
a primary entry or entries on El
Camino Real.

Frontage / Setback 0 - 10 feet to create an 8 - 12-foot effective sidewalk width
Pedestrian Clear Zone Eastern Edge: 8 Feet
Landscape / Furniture
Zone
Eastern Edge: 4 Feet

4.4.10 Str eet Design
Standards:

Between Page Mill Road and Lambert Avenue1
Figure 70 Typical Lambert Avenue Sidewalk Zone Section Figure 71 Typical El Camino Real Sidewalk Zone Section Table 13 Lambert Avenue Sidewalk Zone Design Table 14 El Camino Real Sidewalk Zone Design 94 North Ventura Coordinated Area Plan 95
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East
West
North
South
Park Boulevard
Ash Street
Ash Street Olive Avenue
Acacia Avenue Portage Avenue
Pepper Avenue
El Camino Real
Page Mill Road
Page Mill Road
Page Mill Road is one of arterial streets in the City
as well as the northern edge of the plan area.

Page Mill Road is improved on the southern half
of the existing street to enhance the pedestrian
experience along the edge of the NVCAP Plan
Area boundary. New development will provide
a wider pedestrian sidewalk and furnishing
zone to support a more comfortable pedestrian
experience. In order to provide a consistent width,
the setback for new development will vary based
on existing site conditions.

The configuration of the roadway will be
determined in coordination with Santa Clara
County.

Building Entries New development shall provide a
primary entry or entries on Page
Mill road except for properties
that are abutting Park Boulevard
or El Camino Real.

Frontage / Setback 0 - 10 feet to create an 8 - 12-foot effective sidewalk width
Pedestrian Clear Zone Southern Edge: 8 Feet
Landscape / Furniture
Zone
Southern Edge: 4 Feet

4.4.11 Str eet Design
Standards:

Between Park Boulevard and El Camino Real1
Figure 72 Typical Page Mill Road Sidewalk Zone Section
Table 15 Page Mill Road Sidewalk Zone Design

STREETS
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Publicly Accessible Private Connections
New publicly accessible connections on private
property are intended to support greater porosity
and walkability throughout the Plan Area. These
connections can break up large ‘super-blocks’
and provide alternative routes for residents to
move through the Plan Area. These connections
include mid-block paseos in between the
Cannery building, pedestrian pathways within
the rear setback of new development along El
Camino Real, and pedestrian pathways through
the 395 Page Mill property.

Building Entries New development shall provide
a secondary entry or entries on
mid-block paseos.

Pedestrian Clear Zone Shared Use Path: 20 Feet
Landscape / Furniture
Zone
3 Feet
Vehicle Travel Lanes 26 Feet
Emergency Vehicle Access
Building Entries New development shall provide
a secondary entry or entries on
real setback pathways.

Frontage / Setback Rear Setback:

Minimum 22 Feet
Pedestrian Clear Zone Shared Use Path: 20 Feet
Landscape / Furniture
Zone
Rear Green Buffer : 10 Feet

4.10.1 Str eet Design
Guidelines:

Mid-Block Paseo Rear Setback Pathway1 2

STREETS
Existing Property Line
Right of Way Centerline
Setback
10’7.5’10’
Clear
Walkway Drive LaneTree Bed
Lambert St. (Looking towards East)

27.5 3’20’
Shared Path
Planter
Bed
26’
3’
Planter
Bed
Publically Accessible Private Streets
Existing Property Line
10’16’
Shared Path Green Setback
5’
22’
Existing Property Line
Right of Way Centerline
Setback
10’7.5’10’
Clear
Walkway Drive LaneTree Bed
Lambert St. (Looking towards East)

27.5 3’20’
Shared Path
Planter
Bed
26’
3’
Planter
Bed
Publically Accessible Private Streets
Existing Property Line
10’16’
Shared Path Green Setback
5’
22’
Figure 73 Typical mid-block connection
section
Figure 74 Typical rear setback connection section
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The North Ventura neighborhood offers
diverse transit options, including two bus stops
located at El Camino Real/Portage Avenue and
Page Mill Road/El Camino Real. Additionally,
residents within a 15-minute walking distance
can access services from four transit operators,
including VTA, AC Transit, Caltrain, and Stanford
Marguerite.

Future plans prioritize designing user-friendly,
accessible, and safe routes to enhance transit
accessibility within the neighborhood.

MOBILITY
Transit Access
Project Goal
Transit, Pedestrian, and
Bicycle Connections
Create and enhance well-defined
connections to transit, pedestrian, and
bicycle facilities, including connections to
the Caltrain Station, Park Boulevard, and
El Camino Real.

4.5 Guidelines:

4.5.2 W ayfinding Signage
Wayfinding signage throughout the North
Ventura neighborhood should clearly and
concisely display major designation and
their distances, available transit services
and other available transportation options.

The signage should be designed to be clear,
easy to understand, and visually appealing,
as well as reflective of a unique North
Ventural neighborhood aesthetic, potentially
incorporation landmark desgination.

4.5.2 Mobilit y Hub
The North Ventura mobility hub should be
located along Portage Avenue between El
Camino Real and the intersection of Portage
Avenue and Ash Street. The mobility hub will
serve as a central location within the plan
area, providing access to various sustainable
transportation options and promoting mode
shift away from single-occupancy vehicles.

The mobility hub should be designed in
coordination with transit operators like AC
Transit and VTA to integrate their services and
ensure a seamless user experience. It will be
designed in accordance with the MTC’s Mobility
Hub Implementation Playbook and the City’s
design guidelines, which includes:
• Sustainable access and mobility to encourage
mode shift. Proposed amenities include:
• Transit shelters and waiting areas
• Bicycle parking facilities
• Shared mobility (bike share, scooter share, etc.)
access points
• Electric vehicle (EV) charging infrastructure
• Designated parking for car share services
Additional improvements relating to information
access can also improve the customer experience.

The proposed amenities should be considered to
improve information access:
• Real-time travel information signage and
interactive displays
• Area maps and bulletins promoting local
amenities and events
• Monitoring systems to measure ridership,
mobility, security, and public life metrics
• Digital and physical wayfinding tools
Standards:

4.5.1 Bus St op Amenities
Bus stops shall be designed in accordance with
agency-wide standards established by VTA and
AC Transit, incorporating the latest industry best
practices. Coordination with the appropriate
agency is required.

In accordance with AC Transit’s Multimodal
Corridor Guidelines and VTA’s Better Bus Stop
Program, the contextually appropriate bus stop
enhancements and amenities include:
• Bus shelters protecting riders from the
elements
• Energy-efficient lighting to ensure visibility and
enhance safety
• Comfortable seating
• Digital signage with real-time information
informing riders of available service
• Posted information with route information
and service schedules, available in English,
Spanish, and other locally prevalent
languages as well as braille placards
• Audio capabilities to communicate real-time
information to hearing-impaired riders
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TDM strategies can be effective at encouraging
fewer trips made by single-occupancy vehicles
(SOV). An effective TDM plan ensures that
alternative modes of transportation, such as
walking, bicycling, public transit, or other forms
of shared mobility, are made available to site
occupants and nearby community members.

While reducing SOV trips is a key goal, TDM
enhancements offer additional benefits like
environmental improvements, safer streets, and
a more enjoyable public realm. Beyond local
planning alignment, regulations like BAAQMD
Rule 1 and SB 743 mandate TDM plans for specific
developments. NVCAP’s TDM plan should comply
with the City’s VMT regulations and program
recommendations, and utilize standard metrics
like those from the California Air Pollution Control
Officers Association (CAPCOA) for evaluation and
VMT calculations.

Standards:

4.7.1 VMT R eduction
All employers and major residential
developments within the plan area shall achieve
a 30 percent minimum reduction below ITE
rates in peak hour motor vehicle trips, using the
Example TDM Strategies Menu in Table 21.

4.72 Palo Alto Transportation Management
Association
All employers and major residential
developments within the plan area shall be
members of the Palo Alto Transportation
Management Association (PATMA).

MOBILITY
Transportation Demand
Management

4.7 Vehicular
Circulation and
Parking
The North Ventura Mobility Framework aims to
create a vibrant and sustainable neighborhood
by prioritizing local traffic circulation,
discouraging cut-through traffic, and providing
diverse and efficient parking solutions. This
framework balances the needs of residents,
businesses, and visitors through a combination of
street design strategies, parking regulations, and
innovative solutions like woonerfs and private
access aisles.

Standards:

4.6.1 On e-Way Street
Ash Street from Page Mill Road to Olive Avenue
shall be one-way southbound to help prevent
northbound traffic on El Camino Real from using
the neighborhood as a cut-through to travel
eastbound on Page Mill Road.

4.6.2 Minim um Parking
No minimum parking requirements shall be
established for the plan area in accordance with
California Assembly Bill 2097 (AB 2097).

4.6.3 Sur face Parking
No more than 10 percent of new surface parking
shall be allowed within the plan area. Where
new buildings are not proposed, existing surface
parking spaces can remain to support remaining
commercial offices.

4.6.4 Str eet Parking
No new street parking shall be constructed along
new developments. In addition, street parking
shall be restricted near intersections to ensure
safe turning movements for large vehicles and
emergency vehicles. Street parking shall be
maintained in front of single-family homes on
Pepper Avenue and Olive Avenue.

Guidelines:

4.6.5 T raffic Calming
As a traffic calming measures, the following
strategies are recomended:
• Olive and Lambert Avenues: speed humps
and raised crosswalks to maintain low vehicle
speeds
• Pepper Avenue: A chicane, which is an offset
curve to the road
• Portage Avenue woonerf: Vehicle entrances
should be only wide enough to accommodate
one vehicle at a time. Trees or landscaping
is recommended to create this bottleneck to
restrict the flow of vehicles.

4.6.6 V ehicles on Woonerf
Vehicular traffic on the woonerf on Portage
Avenue should be permitted but discouraged.

Acacia Avenue from Ash Street to Park
Boulevard will be a private aisle for accessing
residential frontage on Acacia Avenue for
parking and unloading.

4.6.7 Sh ort-Term Parking
Short-term parking to support new
ground-floor retail and active uses in new
developments should be located on the ground
or basement levels of these developments.

4.6.8 P arking Management Strategies
In addition, the following parking management
strategies could be implemented to mitigate
parking impacts:
• Parking time limits
• Unbundled Parking
• Shared parking locations
• Carshare memberships and designated
parking spots

4.6.9 Driveways
Driveways should be located along side-streets
and/or consolidated wherever possible and as
redevelopment occurs to minimize conflicts with
bicyclists and pedestrians

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MOBILITY
Strategy Description Responsible Entity
Active Transportation
Shared bike or scooter service Conventional or electric, docked or dockless bikes and
scooters can increase first-/
last-mile connections and offer
alternative transportation
Third party operators
City staff to determine
regulations, applicable geo-
fencing
Bicycle support facilities Supportive facilities such
as short-/long-term bicycle
parking, showers, and
lockers that increase active
transportation trips
Developer
Major employers or residential
tenants
Shared Mobility
Car share For people who do not own
cars, car share can offer vehicle
access without significantly
increasing GHG emissions and
necessary parking.

Vehicles can be provided to
tenants of certain buildings, or
through designated parking
spaces such as dedicated
on- street spots noted with
signage.

Third party operators
City staff to determine
regulations
Shuttle service and new
stops
With increased residential
and employment density,
additional shuttle stops may
be necessary. Major employers
or residential developments
in the area may also operate
shuttle service that would serve
the neighborhood.

The upcoming City on-
demand shuttle service may
also necessitate additional
designated stops.

Stanford shuttle operator
City shuttle operator
Major employers or residential
tenants offering shuttles
Parking
Electric vehicle charging
facilities
Encourage electric vehicle
usage to decrease GHG
emissions by providing
necessary charging facilities
Developer
Table 18 Example TDM Strategies Menu
Strategy Description Responsible Entity
Transportation Program Coordination
Membership in the Palo Alto
Transportation Management
Association (PATMA)
Joining the PATMA can provide
developers, major employers,
or residential tenants with
access to transportation
resources available for
community members. The
PATMA also works closely with
the City to offer events and
other relevant programming.

Developer and/or tenants
(employers, residential)
Carpool resources Resources for organizing
neighborhood carpools to
nearby major activity centers
Developer and/or tenants
(employers, residential)*
Active transportation
incentives
Resources such as bike/
scooter share coupons, or
bicycle purchase subsidies
can encourage active
transportation
Developer and/or tenants
(employers, residential)*
Shared mobility incentives Resources such as rideshare
discounts, carshare discounts,
free or subsidized transit passes
can decrease trips made by a
single occupancy vehicle
Developer and/or tenants
(employers, residential)*
Promotional materials on
transportation offerings
(flyers, emails, websites, etc.)
Resources advertising
alternative modes of
transportation can raise
awareness to people who
primarily rely on their car
Developer and/or tenants
(employers, residential)*
Bulletin boards or kiosks
displaying transportation
alternatives
Participation in City-
wide events encouraging
alternative modes of
transportation
Encouraging major employers,
residential developments,
and community members to
participate in City-wide events,
such as the annual Bike to
Wherever Day, can expose
people to alternative modes of
transportation
Developer and/or tenants
(employers, residential)*
*If responsible entities decides
to join, PATMA can be a facility/
resource provider.
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5.1 P ublic Park

5.2 Mat adero Creek
Parks and Open Space
5 NVCAP’s ecological framwork takes direct input from
the community and working group who advocated for
the need for more reacreational space for residents in
the community and places to be outdoors and gather.

In addition, the ecological framework takes inspiration from the City’s Sustanability and Climate Action Plan,
identifying opportunities for renewal, restoration, carbon sequestration, and growth of the natural environment.

The future streets, parks, natural areas,
and buildings will restore and enhance
habitat and pollinator pathways,
and provide flood protection and
stormwater management, cleaner
air and cleaner water, and healthier
habitats for current and future
generations.

In addition, the future parks and
natural areas will provide much
needed recreational and outdoor
space where the community can
gather.

The Ecological Framework includes
the following:
• Public Park
• Matadero Creek
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5 .1
Public Park
Located in the southeast corner of the plan
area, approximately two acres of public open
space is proposed. The proposed naturalization
of Matadero Creek between Park Boulevard
and Lambert Avenue will serve as the
organizing framework for the park’s design and
neighborhood destination, inviting Palo Alto
residents, employees, and visitors to enjoy access
to recreational activities, habitat, and inclusive
community programming. Bounded by the
proposed Portage Avenue woonerf and Park
Boulevard, the proposed public park is seamlessly
integrated into the adopted citywide Pedestrian
and Bicycle Plan. The design of the proposed
Portage Avenue woonerf supports a natural
extension of the park, directly connecting to the
Cannery Building.

Standards:

5.1.1 P ark Acreage and Dimensions
An approximately two-acre public park is
proposed in the plan. The details of the public
park and open space will be fully developed
in the future when it becomes a project, with a
public process. The concept of the public park is
included in the plan and is generally described in
Figure 71.

5.1.2 Circulation
All multi-use paths should form a continuous
path connecting all points of entry as illustrated
in Figure 71.

Programmed spaces should connect to the plan
area mobility network via multi-use paths.

The multi-use paths network would create a safe
connection across Lambert Street to Boulware
Park.

The minimum width of the multi-use path will be
12 feet.

5.1.3 P ark Gateways
The park could accommodate five points of entry
to connect with the pedestrian and bike mobility
network around the park. The character of these
gateways to the park is further outlined in Figure

71. 5.1.4 Utilities
Electrical service, potable water, and sewer
supply should be provided to accommodate
varied events such as movie nights, festivals to
serve small park structures; and along the park
trails and the Picnic Area.

5.1.5 D esign Approval
Once the park becomes a project, the design
of the park would be subject to the typical City
review process including review by the Parks and
Recreation Commission.

Figure 75 Conceptual Plan of Location of Park Gateways and Circulation Paths Park Gateways
Access to park

SAFE CONNECTION

TO BOULWARE PARK

COMMUNITY

GARDENS

MULTI-USE

OPEN SPACE

ACTIVE ZONES

OBSERVATION DECK
Viewing shed
Legend
Project Goals
Sustainability and the
Environment
Protect and enhance the environment,
while addressing the principles of
sustainability.

Balance of
Community Interests
Balance community-wide objectives with
the interests of neighborhood residents
and minimize displacement of existing
residents.

PARKS
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Guidelines:

5.1.6 Programming
Active Park programming may include but is
not limited to a dog park, outdoor fitness area,
natural habitat area, community garden, or
amphitheater.

In addition to active programming, park design
should accommodate passive uses such as
reading and picnicking.

When siting park elements, consider types of
activity, periods of use or vacancy, availability of
sun or shade, and the differing needs of a diverse
range of visitors such as small children, adult
athletes, and dog owners.

The park should include amenities to support the
commercial environment on Portage Avenue such
as flexible seating areas, social gathering spaces,
play spaces, and public art.

Surrounded by development on more than one
side, the program elements should be designed
to be protected from wind and down-drafts
from buildings with strategic tree planting and
thoughtful siting of passive programming.

5.1.7 Nat ive Plantings
Where possible, pollinator friendly native plants
should be incorporated. Refer to Valley Water’s
Guidelines & Standards for Land Use Near
Streams Chapter 4 (Design Guides for Guidelines
and Standards) for the placement of native
plants along the creek.

Figure 76 An example of passive park programming
Figure 77 An example of active park programming
PARKS
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5.2 Matadero
Creek
The Plan envisions the full naturalization of
Matadero Creek between Park Boulevard and
Lambert Avenue. The flood channel is widened to
a maximum of 100 feet riparian corridor serving
maximum geomorphic form and ecological
function. Leading with resilience in mind, the
design offers the creek the capability to convey
100-year flood events.

The full details of the renaturalization of the creek
will be developed in the future when it becomes
a project. Appropriate City review process,
including a public process and coordination with
applicable agencies will be required.

Standards:

5.2.1 Cr eek Buffer
The creek section between Park Boulevard
and Lambert Avenue is buffered by a 100-foot
riparian corridor, at maximum. To determine the
defined parameters for the buffer floodwalls,
further City coordination is required.

5.2.2 Coordination
Coordination with Santa Clara Valley Water
District shall be required to ensure the
renaturalization of the creek implement
adequate measures and standards to reduce
impact to the existing channel.

5.2.3 Circulation
The riparian corridor shall maintain public access
on both sides of the creek front and be designed
to embrace the Matadero creek as a central
feature.

Lambert Avenue bridge is recommended to be
replaced with a new bridge spanning 100 feet.

The recommended location shown in Figure
74 will connect Portage Avenue and Lambert
Avenue.

5.2.4 Win d Protection
As the riparian corridor is 10 feet lower than the
surrounding terrain, it should be designed to
be protected from wind and down-drafts from
surrounding areas with strategic tree planting
and thoughtful design of the shared trail routes.

5.2.5 Ecology
Impervious surfaces shall be discouraged in the
100 foot buffer as per Figure 74.

Plant selections shall reinforce the native and
surrounding ecology and promote habitat
development.

PARKS
Figure 78 Conceptual Plan of the Matadero Creek buffer, circulation, and gateways 100 FEET RIPARIAN

CORRIDOR
10 FEET

GRADE DROP

NATURALIZED CREEK
Riparian Corridor Gateways

NO IMPERVIOUS SURFACES
IN 100 FEET BUFFER
Shared Path

PUBLIC ACCESS

ALONG CREEK
Riparian Corridor Buffer Boundary
Legend
Project Goals
Community Facilities
and Infrastructure
Carefully align and integrate development
of new community facilities and
infrastructure with private development,
recognizing both the community’s needs
and that such investments can increase
the cost of housing.

Sustainability and the
Environment
Protect and enhance the environment,
while addressing the principles of
sustainability.
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PARKS
Figure 79 The Matadero Creek Channel is currently a constrained concrete trapezoidal channel. Figure 80 A naturalized creek has the opportunity to provide multi-use trails and habitat areas.

5.2.6 G ateways
Gateways to the corridor shall be recommended
at the following key intersections. See Figure 74.

Sloped walks, terraces, stairs, or ramps for bicycle
and pedestrian circulation shall be a key feature
at these gateways, integrated with the flood
wall designed to connect across the 10 feet
grade change between the public park and the
Matadero creek riparian corridor. This will ensure
that pedestrians and bicyclists can access both
the park and the riparian trail.

Gateway access to multi-use paths should be
designed to be ADA accessible to traverse the 10
feet grade change from the public park to the
creek.

5.2.7 Flo odwalls or Retaining Walls
Concrete floodwalls or retaining walls shall be
designed to allow for vegetation to the extent
feasible.

5.2.8 Utilities
Electrical service and potable water shall be
provided along the trails.

Guidelines:

5.2.9 P ublic Art
Gateways, bridge, and other park amenities may
integrate public art/structures to indicate major
entry points, when appropriate.

5.2.10 Th e Matadero Creek Bridge
Observation areas should be integrated with the
design of the new bridge.

Educational placards should inform the public on
the re-naturalization of Matadero Creek.
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6.1 Building Heigh ts and Massing

6.2 R etail and Active Frontage

6.3 P ortage Avenue Frontage

6.4 R esidential Frontage

6.5 Sust ainable Design
Site and Building Design
6 NVCAP’s urban form framework champions the design of
buildings that are respectful neighbors, human-scaled,
and embrace the street. New development will respond
to the surrounding context such as building up to El
Camino Real while creating a gentle transition to quieter residential portions of the neighborhood.

This chapter provides guidance on
the desired future built form and sets
aspirations for how new buildings
will contribute to the character of
the NVCAP as it continues to be
developed incrementally over time.

The key factors that contribute to good
building architecture: building mass
and bulk appearance; pedestrian-
friendly design of the ground level, and
visual interest created by architectural
articulation, the materiality of the
building, and sustainable design.

The standards and guidelines have
been organized to address these
key elements under the following
headings:
• Building Heights and Massing
• Building Frontages
• Sustainable Design
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6.1 Building Heights
and Massing
Building form and massing have a crucial role
in forming NVCAP’s built environment as a
framework for a comfortable and exciting public
realm. Massing strategies reflected in NVCAP’s
architecture make associated building uses more
legible and well-organized. Massing regulations
such as allowable building heights and stepbacks
will support the gradual transition from taller
buildings along El Camino Real to quieter,
residential parts of the neighborhood.

Standards:

6.1.1 Buildin g Heights
All new development shall conform to Figure 78
for maximum allowable building heights.

6.1.2 Af fordable Housing Height Bonus
Through the City’s Housing Incentive Program
or the State Density Bonus, 100% below market
rate projects shall be eligible for additional bonus
height (up to 33 feet).

6.1.3 St epdown to Single-Family Residential
Based on the development standards of a
adjacent zoning district, new development shall
stepdown to existing single family residential.

Refer to the Palo Alto Municipal Code, as setback
and stepback requirements on side or rear lot
lines shall vary based on zoning. Daylight plane
height and slope shall be identical to those of the
most restrictive residential zoning district abutting
the lot line.

6.1.4 Utilities
Overhead public utilities shall be undergrounded
for buildings with roof edge heights over 27 feet
tall.

Guidelines:

6.1.5 C annery Building Roof Datum
Any adaptive re-use projects directly adjacent
to the Cannery may be allowed to match the
structure’s 36 foot roof datum. The consideration
of this additional 12 inches of height above what
is permitted will be part of the development
project’s discretionary review.

BUILDINGS
Figure 82 Allowable Height Map
Figure 81 An example of a daylight plane
requirement for mixed-use development
stepping down to single family residential
neighborhoods.
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6.2 Retail and Active
Use Frontage
Ground floor retail and other active uses enliven
and activate streetscapes, enhancing the
public interface between new buildings and
the sidewalk. Within the Plan Area, the highest
concentration of retail and active uses are
located along El Camino Real. These ground
floor spaces are designed to accommodate a
wide variety of commercial spaces including local
shops, cafes, maker spaces, co-working spaces,
and professional services.

Active uses are listed on page 40 of Section 2.3
(Ground Floor Edges).

Standards:

6.2.1 El C amino Real Active Frontage
Ground floor active uses shall be required along
all new development fronting El Camino Real.

Refer to Section 2.3 for a map of ground floor
edges.

6.2.2 Gr ound Floor Retail Height
Ground floor retail floor to ceiling height shall be
a minimum of 14 feet.

6.2.3 Obje ctive Standards
For Corner Conditions, Primary Entries, Façade
Design, and Transparency, new development
shall adhere to Palo Alto Municipal Code,
Chapter 18.24 Contextual Design Criteria and
Objective Design Standards.

Guidelines:

6.2.4 P ark Boulevard
Ground floor active uses should be encouraged
for new development fronting Park Boulevard.

6.2.5 St orefront Frontages
Storefronts should create a fine grain of variety
along each street frontage, expressing the unique
identity of each tenant. Where active uses or
retail frontages are required or located, the
following design standards shall apply:
• Exterior windows on the ground floor
shall use transparent glazing to the extent
feasible. Low-e glass or minimal tinting to
achieve sun control is permitted, provided
the glazing appears transparent when
viewed from the ground level.
• Window coverings are not permitted on the
ground floor during typical business hours.

Where operations preclude transparency
(e.g., theaters) or where privacy requires
window coverings, sidewalk-facing frontage
shall include items of visual interest including
displays of merchandise or artwork; visual
access shall be provided to a minimum
interior depth of 3 feet.

6.1.5 Out door Rooms
Outdoor rooms notched into the ground floor
should be lined with active retail uses and have
ample space for spillover for outdoor dining,
murals, and retail displays.

BUILDINGS
Figure 83 Retail ground floors provides adequate floor to ceiling heights, transparency, and signage.

Figure 84 Ground floors can create notches of outdoor rooms to allow for lively spillover of retail.

Figure 85 Active ground floors provide openness,
transparency and a connection to the street.
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6.3 6.4
Portage A venue
Frontage
Residential
Frontage
Portage Avenue is a designated focal point for
the plan area due to its adjacency to the historic
Cannery building, new park, and the planned
woonerf.

The Portage Avenue park frontage zone will be
designed as a vibrant, human-scaled pedestrian
environment. Active programming throughout
this area will enliven both the woonerf and
the adjacent public park. Businesses along
this frontage are ideal candidates for outdoor
dining spaces, creating a lively backdrop for park
activities.

Standards:

6.3.1 Gr ound Floor Entries
Entries shall be flush at sidewalk grade and shall
have a minimum of four (4) active doorways per
200 linear feet.

Guidelines:

6.3.2 B alconies and Terraces
The inclusion of balconies and terraces should
be encouraged along the streetwall above
the ground floor in the park frontage zone to
take advantage of views of the public park
and to allow greater programmatic and visual
connection between uses in the buildings and
the park.

6.3.2 R espect the Cannery
Development along Portage Avenue adjacent to
the Cannery should emulate the Cannery, taking
cues from the materiality and fenestration, and
roof datum.

The residential ground floor level is characterized
by the lower intensity of activity, generally
fronting onto streets that are quieter in character,
and serves to foster neighborhood connection.

Individual residential entries and stoops are an
effective way to activate the street and create
greater opportunities for social interaction. At
the same time, they should provide a sense of
privacy and comfortable social distance from the
sidewalk.

Standards:

The following standards are in accordance with
Palo Alto Municipal Code Section 18.24.020
(Contextual Design Criteria and Objective Design
Standards):

6.4.1 Gr ound Floor Entries
Entries must be raised above sidewalk grade
based on the setback condition from the
property line.

Ground floor residential units shall have entries
with direct, individual access onto a public right
of way, open space, or easement.

Guidelines:

6.4.2 Stoops
Residential units should provide a stoop to create
a social distance from the street; home office
units are not required to have stoops and may be
entered at grade.

The design of stoops should balance the need to
create privacy for the unit occupant and allow
visual connection with the street.

Areas between stoops should be planted and
can be an opportunity to integrate Green
Stormwater Infrastructure.

BUILDINGS
Figure 86 Ground floors treatments can emulate the
materiality, fenestration, and roof datum of historic
structures.

Figure 87 Ground floor residential stoops can provide privacy for residents and neighborhood beautification and
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Sustainable
Design
Palo Alto has long been a leader in sustainability,
making impressive progress towards reducing
its carbon impacts, greenhouse gas (GHG)
emissions, and resource consumption. In October
2022, Palo Alto City Council passed an ambitious
carbon neutrality by 2030 goal, building on
the City’s existing goal of cutting emissions
80% below 1990 levels by 2030. The following
standards and guidelines are intended to support
the City’s larger climate action goals to ensure a
sustainable and resilient future.

Standards:

6.5.1 C alifornia Green Building (CALGREEN)
Standards Code
New development shall adhere to Chapter

16.14 California Green Building Standards Code.

As stated in the code, all newly constructed
residential buildings must meet CALGREEN Tier 2
requirements.

6.5.2 Bir d-Safe Glass Design
All new mixed-use development that has facades
exceeding 30 percent glazing shall utilize bird-
safe design strategies. Applicants shall choose
from the following materials list:

A. Fritted Glass - Ceramic dots or ‘frits’ can be
silk-screened, printed, or otherwise applied to
the glass surface. This design element, useful
primarily for new construction, can also improve
solar heat gain control and reduce glare.

B. Etched Glass – Glass etching on the surface of
the glass can be achieved through acidic, caustic,
or abrasive substances. The etched markers
should be on the outside surface.

C. Permanent Stencils or Frosting - Frosted
glass is created by acid etching or sandblasting
transparent glass. Frosted areas are translucent,
but different finishes are available with different
levels of light transmission. An entire surface can
be frosted, or frosted patterns can be applied.

D. Exterior Apparatus - Fixed exterior screens,
grilles, netting, louvers, fins or mullions can
effectively reduce visible reflections, provide
insulation from strike impact, reduce solar
heat gain, reduce glare and provide weather
protection.

E. UV Coated Glass – Some birds can see into
the ultraviolet (UV) spectrum of light, a range
largely invisible to humans. UV-reflective and/
or absorbing patterns (transparent to humans
but visible to birds) are frequently suggested as
a solution for many bird collision problems. This
approach is not appropriate for situations where
the glazing is back lit.

The City is in the process of developing the
Citywide bird-safe design standards. Once
adopted, the Citywide standards shall supersede
the standards outlined in 6.5.2.

Guidelines:

6.5.3 Minimiz e Heat Gain
Building facades should be designed to balance
solar access with the need to control heat gain.

This could include the following:
• Shade windows with architectural features
that add visual interest by creating textural
variations.
• Architectural elements that should be used on
south-facing facades.
• Fixed shading features, which are designed with
a range of projection and spacing dimensions
that minimize heat gain and composed with
visually pleasing rhythms to avoid monotonous
building facades.
• Perforated horizontal overhang
• Awnings that are well integrated with the overall
building façade, especially for retail on the
ground floor.
• Sliding and folding perforated panels/shutters
that double as privacy screens for outdoor
private spaces such as balconies and terraces
overlooking El Camino Real.
• Trellis, Vegetation on windows and green walls
allow for minimizing heat gain while additionally
bolstering the overall concept of ecological
design.
• Shrubs and tree shade wherever possible should
augment façade design to minimize heat gain.
• Use of low-solar-transmittance glazing to
reduce solar gain.
• Use window treatments to reduce solar gain.

BUILDINGS6.5
Project Goals
Sustainability and the
Environment
Protect and enhance the environment,
while addressing the principles of
sustainability.

Balance of
Community Interests
Balance community-wide objectives with
the interests of neighborhood residents
and minimize displacement of existing
residents.
• Reflective and Light-colored outer surfaces can
minimally address heat gain but should be
employed in combination with the other façade
and roof treatments.

6.5.4 Bir d-Safe Building Design
For all new mixed-used development, whenever
feasible, encourage implementing LEED
standards on bird collsion deterrance from
the U.S. Green Building Council to reduce bird
collision and mortality.
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6.5.5 D aylighting and Natural Ventilation
Buildings should be designed to maximize the
use of daylighting for all inhabited interior spaces
to provide a high-quality indoor environment,
reduce overall energy consumption and
reduce exposure to artificial lighting which can
negatively impact human health.

Buildings that allow for natural ventilation reduce
energy consumption for heating and cooling and
provide a higher-quality indoor environment.

Projects should optimize building orientation
for thermal comfort, shading, daylighting, and
natural ventilation, including operable windows.

6.5.6 Roofs
Where building roofs are free of solar panels
or other sustainability infrastructure, they
should be designed to include systems such as
vegetated roof covers, plants, green stormwater
infrastructure, and roofing materials with high
albedo surfaces to reduce heat island effect and
slow rainwater runoff.

Building roofs should be designed to create
usable recreational spaces. Rooftop shading
structures mounted with solar panels can
maximize the effective use of roof area.

Pockets of green roof can help furnish these
recreational spaces, and resist heat gain while
also serving the concept of ecological design.

6.5.7 R enewable Energy
Buildings should provide “solar ready”
infrastructure such as solar panel standoffs,
conduit, and roof water spigots that minimize
the cost and effort of adding solar capacity later,
as per the California Green Building Standards
Code.

6.5.8 Visibility
New development should incorporate elements
like green roofs, shading devices or photovoltaic
panels into the fabric of the building to highlight
building’s energy saving features.

New development should include interpretive
signage explaining the sustainable building
features of the building to promote sustainability
and to educate visitors and occupants how their
behavior can make an impact on overall building
performance.

BUILDINGS6.5
Figure 88 Building roofs can be multi-purpose including providing additional outdoor space for residents.

Figure 89 Visible elements of sustainability can include design features such as celebrating secure bike parking.
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7.1 De velopment Standards

7.2 R eview Process

7.3 Implemen tation Actions

7.4 F unding and Financing Strategy
Implementation
7 The implementation of the NVCAP will require input by the public, City departments, regional agencies, and
private property owners. The City will take the lead in coordinating areawide actions and establishing funding
mechanisms for public investment in programs and
capital projects. However, private investment through
the architecture, landscaping, and maintenance of
individual development projects will be a significant
determinant of the look and feel of the plan area.

This chapter outlines the process for development proposals, lists anticipated implementation actions, and identifies a range of potential funding mechanisms to unlock the NVCAP’s vision and goals into reality.

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7.1 Development Standards
The NVCAP establishes new
allowable land uses and
corresponding development
standards to implement the
vision of the Plan. In addition to
the development policies and
guidelines mentioned in the
earlier chapters of the Plan, other
core development standards have
been adopted and integrated
into the Zoning Code, PAMC Title
18, as part of the Plan adoption.

For all development criteria
and regulations not amended
or superseded by this Plan, the
provisions of other chapters in the
PAMC shall prevail.

The NVCAP is primarily focused on residential
development. While other types of uses are
allowed, they are intended to be supportive for
the residents and visitors to the neighborhood.

New non-residential uses may be limited in size;
where applicable the total area cannot be more
than 5,000 square feet on a lot.

Within the NVCAP, there are six zoning districts:

1. Single Family Residential District (NV-R1):

The NV-R1 single family residential district
aims to foster detached dwellings with open
spaces for privacy and outdoor activities.

Minimum site area requirements promote
diverse neighborhoods, quality design, and
accommodate accessory dwelling units.

2. Two Family Residential District (NV-R2):

The NV-R2 two-family residence district
permits a second dwelling unit under the
same ownership as the initial dwelling
unit in designated single-family areas,
while maintaining the area’s single family
character.

IMPLEMENTATION

3. Medium Density Multiple-Family
Residential District (NV-R3): The NV-R3
district enhances multi-family housing
neighborhoods, with development standards
to mitigate impacts on adjacent lower
density residential areas. Projects on larger
parcels enable onsite parking and open
space needs, like garden apartments or
cluster developments, with anticipated
density ranging from 16 to 30 dwelling units
per acre and a 1.5:1 Floor Area Ratio.

4. High Density Multiple-Family Residential
District (NV-R4): The NV-R4 district provides
high-density apartment living, primarily
along major transportation corridors near
mass transit and employment centers.

Density ranges anticipated from 61 to 100
dwelling units per acre, with a maximum
Floor Area Ratio of 3.0:1.

5. Mixed-Use Districts (NV-MXL, NV-MXM,
NV-MXH): Mixed-use districts encourage a
blend of residential, retail, entertainment,
office, service, and commercial spaces,
fostering a pedestrian-friendly environment.

The NVCAP includes three mixed-use
districts: NV-MXL for small-scale commercial
and limited residential; NV-MXM for a mix of
residential and limited commercial; and NV-
MXH for ground-floor retail, entertainment,
and commercial with residential above,
emphasizing a pedestrian-oriented
streetscape. Density in these districts varies,
with permitted dwelling units per acre
anticipated from three to 100 and Floor Area
Ratios ranging from 0.5:1 to 3.0:1.

6. Public Facilities District (NV-PF): The NV-PF
district accommodates governmental, public
utility, educational, and community service
or recreational facilities. In North Ventura, a
one-acre portion of the NV-PF district may
allow for a 100% affordable housing project.

For the specific land use and development
standards for NVCAP, refer to PAMC Chapter

18.29, North Ventura (NV) District.

7. 2
Review Process
All new external changes or
improvements in NVCAP must
go through a Coordinated
Development Permit process
as per PAMC Section 19.10.050.

No such permit will be issued,
and no building or structure can
be erected, expanded, altered
externally, placed, installed, or
relocated within an approved
coordinated area plan area unless
it is consistent with the Plan.

For any uses needing a conditional use permit
in NVCAP zone districts, they must follow the
standard Conditional Use Permit process outlined
in Title 18 of the Municipal Code.

In compliance with the California Environmental
Quality Act (CEQA), a Supplemental
Environmental Impact Report (EIR) was
prepared for the NVCAP, supplementing the
2030 Comprehensive Plan EIR. When new
projects undergo discretionary review by the
City, the Supplemental EIR may be used for their
environmental analysis. If the project’s scope
extends beyond the NVCAP’s CEQA analysis,
further assessment may be necessary.

Figure 90 NVCAP Zoning Map
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7. 3
Implementation
Actions
Plan policies in the preceding
chapters will be implemented
by developers, property owners,
and the City over the course
of the plan horizon, many
through development projects.

However, certain policies require
implementation that must be
initiated by City staff and/or
coordinated with other public
agencies.

Table 19 summarizes proactive steps needed to
implement the NVCAP, agencies responsible for
implementation, and the expected timeframe
for each action. Related policies and goals from
preceding chapters for each implementation
action are also referenced.

Following Plan Adoption actions are anticipated
to completed directly following the adoption of
the NVCAP.
• Ongoing actions are expected to be
implemented throughout the planning period.
• Short-term actions are actions that are
expected to be completed within 0 to 4 years
from plan adoption.
• Mid-term actions are anticipated to be
implemented within 5 to 9 years from plan
adoption.
• Long-term actions are expected to be
completed between 10 to 20 years from plan
adoption.

Table 19 Implementation Actions in the NVCAP
Implementation
Action Number Action Description City Department or Public Agency Responsible Timeframe
Land Use and Zoning
IM 1 Field questions, facilitate desired project design, and proactively reach out to property owners and local brokers to identify opportunities for investment and lot consolidation and to promote the vision of the Plan.

Planning Ongoing
Open Space
IM 2 Renaturalize Matadero Creek:

Take actions to implement a concept for Matadero creek that will fully naturalize (removal of concrete channel) between Park Boulevard and Lambert Avenue. The flood channel should be widened to a 100-foot riparian corridor, at maximum, to achieve maximum geomorphic form and ecological function.

Planning, Public Works,
Santa Clara Valley
Water District
Long-Term
IM 3 Public Park:

Take actions to acquire, plan and implement the vision for a public park adjacent to Matadero Creek.

Planning, Public Works Long-Term
Street Improvements
IM 4 Wayfinding Signs:

Explore a program to design and implement a wayfinding sign program as an effective tool to celebrate history and provide a clear and predictable navigation for residents, visitors and employees.

Planning, Public Works,
Office of Transportation
Ongoing
IM 5 Woonerf:

Explore and implement a concept for a woonerf that may either be a private or public/private partnership to implement a concept that integrates vehicular, pedestrian and traffic calming elements for the segment of Portage Avenue between Ash Street and Park Boulevard.

Planning, Public Works,
Office of Transportation
Ongoing
Historic Preservation
IM 6 Explore within the first year after adoption of the Plan, the initiation of California or National Register and/or local Inventory as appropriate/as determined by Council for the cannery and the Ash office building.

Planning Short-Term
Parking Management
IM 7 Evaluate as needed future parking strategies to maintain parking availability such as a parking benefit district, pricing options, time-of-day restrictions, Residential Parking Permits, and shared parking.

Office of Transportation Mid-Term to Long-
Term
IM 8 If hourly pricing is used, then explore a strategy that creates targets such that 85% of the spaces are used at any time OR such that 15% of the parking supply is available at any time.

Office of Transportation Mid-Term to Long-
Term

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Implementation
Action Number Action Description City Department or Public Agency Responsible Timeframe
IM 9 Explore unbundling commercial parking or requiring private parking to be available to the public. Planning Mid-Term to Long- Term
IM 10 Explore a parking pricing or a parking benefit district that could help support on-demand transit, transportation demand management measures, active transportation investments, transit pass programs, etc.

Office of
Transportation,
Planning
Mid-Term to Long-
Term
Infrastructure Improvements
IM 11 Evaluate water main capacity that may need to be upgraded on a project-by-project basis. It is likely that the existing six-inch (6”) water mains are not able to provide sufficient flow and pressure to meet required fire demands for new construction. Depending on the development project, water mains may need to be replaced and upsized to meet fire flow requirements.

Public Works Ongoing
IM 12 Paving:

Explore including into the Capital Improvement Program designs and implementation at key intersections and raised crossings.

Public Works Short-term to
long-term
Public Art
IM 13 Evaluate the placement of public art in relation to the Public Art Master Plan for the NVCAP. Community Services Ongoing IM 14 Explore updating the Public Art Master Plan as necessary to reconcile the vision of the NVCAP. Community Services Mid-Term to Long- Term
Mobility
IM 15 Publicly accessible shared path on private property: Implement locations indicated within NVCAP by requiring recorded easements over private property when property redevelops.

Public Works, Planning Ongoing

7. 2

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7. 4
Funding and
Financing Strategy
The NVCAP specifies new public infrastructure and amenities required to support the emergence of a walkable, transit-oriented, mixed- use neighborhood. The funding and financing strategy identifies the primary categories of capital improvement projects included in the NVCAP, and describes applicable funding and financing sources and mechanisms for constructing those projects.

Major Project Categories
The public infrastructure and amenity
improvements identified in the NVCAP fall into
five primary categories consisting of bicycle and
pedestrian infrastructure, streetscape, parks and
open space, green stormwater infrastructure, and
the re-naturalization of Matadero Creek.

Funding and Financing Sources and Mechanisms
A variety of potential funding sources and
financing mechanisms exist for implementing
the improvements identified in the NVCAP. This
section describes these sources and mechanisms
and their potential uses within the Plan Area. In
many cases, multiple funding sources will need to
be combined to pay for specific projects.

Although the terms “funding” and “financing”
are often used interchangeably, there is an
important distinction between the two terms.
“Funding” typically refers to a revenue source
such as a tax, fee, or grant that is used to pay
for an improvement. Some funding sources,
such as impact fees, are one-time payments,
while others, such as assessments, are ongoing
payments. “Financing” involves borrowing from
future revenues by issuing bonds or other debt
instruments that are paid back over time through
taxes or fee payments, enabling agencies to pay
for infrastructure before the revenue to cover the
full cost of the infrastructure is available.

Potential funding for improvements includes a
mix of developer contributions (both required
and negotiated, such as via the 340 Portage
development agreement), City resources, outside
grants, and district-based tools.

Funding Source
Category Examples
Developer
Contributions
Development
Standards
CEQA Mitigations
Impact / In-Lieu Fees
Negotiated
Agreements
City Resources General Fund
Capital Improvement
Plan
User Fees
Outside Grants Regional, State, and
Federal Grants
District-Based Tools Special Assessment
District
Community Facilities
District
Enhanced
Infrastructure Finance
District
Table 20 Funding Source Categories and Examples
Developer Contributions
Development Standards:

Each new development project will contribute
to the NVCAP’s implementation by meeting
requirements regulating each project’s land uses,
height, density, setbacks, parking requirements,
street frontage improvements, pedestrian access,
and other requirements specified in the NVCAP.

These standards are adopted in the City’s zoning
ordinance and must be satisfied for a project to
be granted approval.

Reimbursement Agreements:

If a developer is required to provide additional
infrastructure capacity or amenities to serve
the entire district, a reimbursement agreement
can be established to receive payments from
later developers who benefit from these early
improvements. This allows for areawide cost-
sharing.

CEQA Mitigations:

Developers may be required to contribute
to environmental mitigation measures, both
for areawide needs and for their specific
development projects.

Impact / In-Lieu Fees:

Impact fees are one-time fees imposed on new
developments to pay for improvements and
facilities that either serve the new development
or reduce the impacts of the project on the
existing community. Fee revenues cannot be used
to fund existing deficiencies in infrastructure.

The City of Palo Alto already has citywide
impact fees for Housing, Community and Public
Safety Facilities, Traffic, Parks, and Public Art.

All development projects within the Plan Area
must meet citywide impact and in-lieu fee
requirements.

Negotiated Agreements:

Community benefits are developer contributions
that exceed the baseline features required
under development standards, environmental
mitigation measures, and impact fees.

Community benefits agreements are negotiated
with developers individually in exchange for
additional development rights. A relevant
example for this is the development agreement
for the 340 Portage Avenue site. The developer
proposes to provide more than two acres of
land for a new public park surrounding Madero
Creek and one acre for affordable housing, in
addition to monetary contributions to both park
improvements and the city’s affordable housing
fund.

City Resources:

General Fund:

General Fund revenues include property tax,
sales tax, transient occupancy tax, and other
revenues that are primarily used to pay for
ongoing municipal services and operations.

Capital Improvement Plan (CIP):

Infrastructure projects identified in the NVCAP
are candidates for inclusion in the City’s
Capital Improvement Plan, which identifies a
range of specific funding sources for capital
improvement projects throughout the City of
Palo Alto. For example, sanitary sewer and
water main replacement projects and fiber optic
backbone extensions within the NVCAP area are
included in the Fiscal Year 2023 CIP, which plans
expenditures for 2023-2027.

User Fees:

User fees and rates include the fees charged
for the use of public infrastructure or goods. It
may be possible to use a portion of user fee or
rate revenue toward financing the costs of new
infrastructure, but user fees are unlikely to be a
major source of funding for implementation of
the NVCAP.

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Outside Grants
Various federal, state, and regional grant
programs distribute funding for public
improvements. Because grant programs are
typically competitive, grant funds are an
unpredictable funding source, and the City of
Palo Alto must remain vigilant in applying for
grants to implement the NVCAP. Unique grant
funding opportunities may become available
due to the area’s designation as a Priority
Development Area by the Association of Bay
Area Governments, and because most of the
Plan Area is within ½ mile of a Caltrain station—
enabling access to funds directed to transit-
oriented locations. However, access to grant
funds may be contingent on adopting land use
policies that comply with MTC’s Transit-Oriented
Communities policy, with particular impacts on
the Mobility Hubs and One Bay Area grants
describe below.

The following table describes outside grant
funding sources that may be applicable to public
capital improvements as of the passage of the
NVCAP; this is not an exhaustive list, however, and
new grant funding programs will open during the
implementation of the NVCAP.

7. 3
Table 21 Examples of Potential Regional or County Grant Funding Sources for NVCAP Improvements Program Adminstering
Agency Description
Eligible Capital Projects
Bicycle and
Pedestrian
Access
Streetscape
Parks, Trails,
and Open
Space
Storm
Drainage
and Flood
Control
Regional or County
Mobility Hubs MTC The Mobility Hubs program funds projects in designated mobility hubs that connect services and infrastructure that promote the use of mobility options besides private vehicles. This includes connecting public transit, bike and pedestrian facilities, and bike or car share facilities.
x x x
Transportation for
Clean Air (TFCA)
Regional Program:

Bicycle Facilities
Grant Program
Bay Area
Air Quality
Management
District
(BAAQMD)
The TFCA program, administered by the BAAQMD, funds projects that reduce vehicle emissions. Sixty percent of funds collected go to the TFCA Regional Fund for competitive grants. Eligible projects must demonstrate air quality benefits and reduction of emissions from motor vehicles. One sub-program within the TFCA Regional Fund is the Bicycle Facilities Grant Program, which funds the construction of new bikeways and the installation of new bike parking facilities. x
Santa Clara
County Measure
B: Bicycle and
Pedestrian
Program
VTA Measure B was passed by Santa Clara County voters in 2016. Measure B authorized a 30-year, half-cent countywide sales tax to invest in transit, highway, and active transportation projects. Measure B includes nine different program areas, one of which is the Bicycle and Pedestrian Program (BPP). The BPP provides funding for bicycle and pedestrian capital projects and planning studies. Priority is given to projects that connect schools, transit and employment centers, and that fill gaps in existing bike/ped networks.
x
One Bay Area
Grant (round 3)
MTC OBAG 3 is MTC’s comprehensive policy and funding framework for distributing federal funding. OBAG 3 includes a Regional Program and a County Program. The county programs includes various competitive sub-programs. x x x
Transportation
Development Act
(TDA) Article 3
Program
MTC TDA funds are derived from a 1/4 cent of the State’s general sales tax. Article 3 of the TDA makes a portion of these funds available for use on bicycle and pedestrian projects. MTC programs TDA funds in the Bay Area.
x

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Program Adminstering Agency Description
Eligible Capital Projects
Bicycle and
Pedestrian Access Streetscape Parks, Trails, and
Open Space
Storm Drainage
and Flood Control
State
Infill Infrastructure Grant California Department
of Housing and
Community
Development
The Infill Infrastructure Grant program provides fund for infrastructure improvements necessary to enable residential or mixed-use infill development.
x x x x
Transformative Climate
Communities
California Strategic
Growth Council
Proceeds from California’s Cap-and-Trade Program help fund the Transformative Climate Communities (TCC) program. The TCC provides competitive grants for coordinated, community-led development and infrastructure projects focused on achieving multiple environmental, health, and economic benefits within a given community. Examples of eligible projects include affordable housing, transit, bicycle/pedestrian improvements, and urban green infrastructure. The TCC program prioritizes disadvantaged communities that have been most impacted by pollution, as measured by the CalEnviroScreen index. The TCC program offers Implementation Grants and Planning Grants.
x x x x
Affordable Housing and
Sustainable Communities
California Strategic
Growth Council
Proceeds from California’s Cap-and-Trade Program help fund the AHSC program. AHSC is a competitive state grant program that promotes infill development and the reduction of greenhouse gas emissions through transportation and land use change. AHSC encourages combined investments in affordable housing, transit, and active transportation infrastructure, with a majority of funds typically awarded to the affordable housing component of a project.
x x x
Urban Greening Program California Natural
Resources Agency
Proceeds from the State’s Cap-and-Trade Program help fund California’s Urban Greening Program. The Urban Greening Program provides competitive funding for projects that reduce greenhouse gas emissions and provide other benefits related to reducing air/water pollution and the consumption of natural resources, and/or to increasing green spaces and green infrastructure. Eligible projects include the enhancement or expansion of neighborhood parks, green streets, urban trails, facilities that encourage active transportation, and other urban heat island mitigation measures. The program prioritizes projects that benefit disadvantaged communities, as determined by the CalEnviroScreen index. x x x x
Active Transportation
Program (ATP)
California
Transportation
Commission/MTC
ATP provides statewide competitive grants for pedestrian and bicycle capital projects. Certain trail projects are also eligible if they meet the requirements of the Recreational Trails Program (RTP), a sub-program within ATP.

Beyond the statewide competitive grants, ATP funds are also distributed to MPOs. A minimum of 25% of ATP funds must be allocated to disadvantaged communities.
x x x
Urban Streams
Restoration Program
(USRP)
California Department
of Water Resources
The USRP funds projects and provides technical assistance to restore urban streams to a more natural state.

Funds used for planning only must be used for projects that will serve disadvantaged communities once completed. Matching funds of 20 percent must be provided unless the grant will benefit a disadvantaged community. Examples of eligible projects include installation of green infrastructure such as bioswales, removing culverts or storm drains, and flood protection enhancements. x
Land and Water
Conservation Fund
California Department
of Parks and Recreation
The LWCF is a competitive grant program focused on creating new outdoor recreation opportunities for Californians. The program funds the acquisition or the development of recreational space. Eligible projects include the acquisition of land to create a new park, a buffer for an existing park, or a recreational/active transportation trail corridor, or the development of recreational features (e.g. sports fields, dog parks, gardens, open space, etc.)
x

7. 3

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Program Adminstering Agency Description
Eligible Capital Projects
Bicycle and
Pedestrian Access Streetscape Parks, Trails, and
Open Space
Storm Drainage
and Flood Control
State
Local Highway Safety
Improvement Program
(HSIP)
Caltrans HSIP is funded by federal aid as a core program and was codified under the 2021 Infrastructure Investment and Job Act. HSIP seeks to achieve significant reductions in traffic fatalities and injuries on public roads. Funds are eligible for work on any public road or publicly owned bicycle or pedestrian pathway or trail, so long as the investment is focused on improving user safety for and addresses a specific safety problem. Non-safety related capital improvements (e.g. landscaping, street beautification) cannot exceed 10 percent of project costs.

Caltrans requires that projects be consistent with California’s Strategic Highway Safety Plan. x x
Senate Bill 1: Local
Partnership Program (LP)
California
Transportation
Commission
SB 1, which was signed into law in 2017, is a $54-billion legislative package to fix and enhance roads, freeways, bridges, and transit across California. Funds are split among numerous programs. SB 1 created the LP program to reward jurisdictions and transportation agencies that have passed sales tax measures, developer fees, or other imposed transportation fees. The LP program includes a formula allocation as well as a competitive component. Eligible projects include a wide variety of transportation improvements – roads, pedestrian/bicycle facilities, transit facilities, and other improvements to mitigate urban runoff from new transportation infrastructure. For the competitive grant program, funds can only be used for capital improvements.
x x x

7. 3
Program Adminstering Agency Description
Eligible Capital Projects
Bicycle and
Pedestrian Access Streetscape Parks, Trails, and
Open Space
Storm Drainage
and Flood Control
Federal
Infrastructure Investment
and Jobs Act
Federal Highway
Administration, Federal
Transit Administration,
Federal Railway
Administration, and
Federal Aviation
Administration
The Infrastructure Investment and Jobs Act provides over $550 billion for the nation’s infrastructure.

Estimated apportionments are available for Fiscal Years 2022 - 2026. Funds are available for a wide array of infrastructure needs including those related to public transit, airports, ports, bridges, water systems, and more.

Most of the funds will be distributed through state agencies which will be accessible through a range of state grant programs, whereas other funds will be apportioned directly to urbanized areas, and additional funds will be available through federal grants processes. The State of California is estimated to be apportioned more than $35 billion over five fiscal years, and the San Jose urbanized area, which includes Palo Alto, is expected to be directly apportioned $536 million over this same time period. x x x

IMPLEMENTATION
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7. 3
District-Based “Value Capture” Tools
Land-based financing tools are typically
associated with new real estate development
to generate benefit-based special assessment
revenues or property tax revenues to finance
improvements through bond repayment or
paying for improvements over time. District-
based tools provide a stable revenue stream
while ensuring that properties benefitting from
improvements also contribute to those public
investments. The table below describes the three
primary types of district-based funding and
financing tools. Note that assessment districts
and community facilities districts primarily
capture additional funding from private entities,
while the enhanced infrastructure financing
district reinvests growth in public property tax
revenues within the district. If a district-based tool
is utilized, the boundaries do not necessarily need
to align with the NVCAP Plan Area boundaries.

Funding Tools Description Uses Considerations
Special Assessment
Districts
Additional assessment against a range of
participants, depending on the type of district
and relative benefit received.

Examples include: Landscaping and Lighting
District, Community Benefit District, Business
Improvement District.

Most useful for funding ongoing
operations and maintenance.

Requires simple majority vote of paying stakeholders.

Increases costs and risk for paying stakeholders. Stakeholders need to perceive a clear benefit for themselves.

Impacts paying stakeholders’ overall ability to support other taxes, fees, and community benefits.

Little financial risk to the City or public agencies; could lead to increased tax revenue based on private reinvestment.

Additional City staff time to administer districts could offset some gains.

Community Facilities
District (Mello-Roos)
Additional assessment on property, levied
and varied based on a selected property
characteristic (excluding property value).

Financing infrastructure
improvements, development of
public facilities; also, ongoing
operations and maintenance.

Requires approval of 2/3 of property owners (by land area) if there are fewer than 12 registered voters residing in the district.

Boundaries can include non-contiguous parcels.

Fees can be proportionally subdivided and passed on to future property / home owners.

Increases costs and risk for landowners and homeowners if fees dissuade buyers or reduce achievable sales prices.

Impacts paying stakeholders’ overall ability to support other taxes, fees, and community benefits.

Enhanced
Infrastructure
Financing District
(EIFD)
Diverts a portion of future municipal General
Fund property tax revenues generated within
the district to help fund infrastructure projects.

Climate resilience districts are a type of EIFD
specifically intended to fund climate projects
such as addressing sea level rise.

Financing infrastructure
improvements, development
of public facilities, affordable
housing development.

Formation and bond issuance does not require a local vote.

Does not cost individual property owners additional fees and taxes.

Does not divert revenues from schools.

Reduces future General Fund revenues by restricting use of the district’s future property tax revenue growth.

IMPLEMENTATION
Table 24 Summary of Major District-Based Value Capture Tools 142 North Ventura Coordinated Area Plan 143
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7. 3
Infrastructure Improvements and
Applicable Funding Sources
The following table describes the applicability
of various funding sources to the improvement
needs identified in the NVCAP. Funding
availability for improvements within the Plan
Area will vary based on development activity,
economic conditions, and availability of grants.

Developer Contributions City Resources District Based Outside Sources
Development
Standards
CEQA Mitiga-
tion
Impact and In-
Lieu Fees
Negotiated
Agreements
General Fund Capital Im-
provement Plan
User Fees CFD EIFD Special Assess-
ment District
Grants (Fed-
eral, Regional,
State)
Bicycle and Pedestrian Infrastructure, Streetscape Improvements Public Right of Way
Improvements

X X X X X X X X X
Intersection Improvements X X X X X X X X X
Parks and Open Space
Land Acquisition X X X X X X
Construction of New Parks or
Plazas

X X X X X X
Matadero Creek Re-Naturalization
Land Acquisition X X X X X X
Construction of New
Infrastructure

X X X X X X X
Utilities
District-wide: Stormwater,
Water, and Sewer
Improvements

X X X X X X X X
On-site/Project Specific:

Stormwater, Water, and Sewer
Improvements

X X X X

IMPLEMENTATION
Table 25 Infrastructure Improvements and Applicable Funding Sources in the NVCAP 144 North Ventura Coordinated Area Plan 145
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North V entura
Coordinated Area Plan
Draft Plan: March 2024
June 2024 Mark-Up Version
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North V entura
Coordinated Area Plan
Acknowledgments
City staff along Working Group members and consultants started working on the North Ventura Coordinated Area Plan (NVCAP) in 2018. Thanks to all the Working Group members, City Council, boards and commission members, and members of the public who contributed their expertise, guidance, ideas, and feedback towards this Plan. Staff looks forward to working together on the implementation of this Plan.

NVCAP WORKING GROUP MEMBERS
Angela Dellaporta (Co Chair) Gail Price (Co Chair) Kirsten Flynn Terry Holzemer Heather Rosen Lund Smith
Yunan Song Tim Steele Siyi Zhang
Alexander Lew Keith Reckdahl Doria Summa
Waldemar Kaczmarski Lakiba Pittman

CORE TEAM
Jonathan Lait Director of Planning and Development Services Kelly Cha Senior Planner, Project Manager, Planning and Development Services Coleman Frick Principal Planner, Planning and Development Services Claire Raybould Principal Planner, Planning and Development Services Chitra Moitra Planner, Planning and Development Services Jessica Setiawan Senior Business Analyst, Planning and Development Services Rachael Tanner Assitant Director, Planning and Development Services (former) Clare Campbell Long-Range Planning Manager, Planning and Development Services (former) Elena Lee Project Manager, Planning and Development Services (former) Sheldon S. Ah Sing Project Manager, Planning and Development Services (former)

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Contents
EXECUTIVE SUMMARY 1
4CHAPTER 1: INTRODUCTION

1.1 The Context

1.2 The Plan Area

1.3 The Project Goals

1.4 The Project Objectives

1.5 Citywide Planning

1.6 Regional and Statewide Planning

1.7 The Community Process
28 114
CHAPTER 2: THE VISION

2.1 Preferred Plan

2.2 Land Use

2.3 Ground Floor Edges

2.4 Mobility

2.5 Ecology and Sustainability

2.6 Urban Form
CHAPTER 3: PUBLIC REALM

3.1 Sidewalk Zone

3.4 Paving

3.5 Exterior Lighting

3.7 Public Art
56 126
68 CHAPTER 5: PARKS

5.1 Public Park

5.2 Matadero Creek
CHAPTER 6: BUILDINGS

6.1 Building Heights and Massing

6.2 Retail and Active Frontages

6.3 Portage Avenue Frontages

6.4 Residential Frontages

6.5 Sustainable Design
CHAPTER 7: IMPLEMENTATION

7.1 Development Standards

7.2 Review Process

7.4 Funding and Financing Strategy
CHAPTER 4: STREETS

4.1 Pedestrian Realm

4.2 Bike Network

4.4 Street Sections

4.5 Transit Access

4.6 Vehicle Circulation and Parking

4.7 Transportation Demand
Management

APPENDIX
A1 Existing Conditions Memo
104
v North Ventura Coordinated Area Plan vi
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EXECUTIVE SUMMARY
CHAPTER 1: INTRODUCTION
Figures
Figure 1 Photograph of architect Mike Lyzwa hold-
ing a model of a proposed building at the
intersection of Page Mill Road and Park
Boulevard, circa 1984, xii. Credit: Palo Alto
Historical Association.

Figure 2 Photograph of the Cannery monitor roof
supergraphic on the former Fry’s site, 3.

Credit: Perkins&Will
Figure 3 Bird’s eye photograph of the NVCAP
Plan Area circa 1957, 4. Credit: Palo Alto
Historical Association.

Figure 4 Priority Development Areas (PDA) in the
Bay Area, 7.

Figure 5 Matadero Creek Existing Conditions, 8.

Credit: Perkins&Will
Figure 6 Former Cannery Building Existing
Conditions, 8. Credit: Perkins&Will
Figure 7 Existing Conditions of the NVCAP
Plan Area, 9.

Figure 8 Existing Zoning Districts of the NVCAP , 11.

Figure 9 Photographs of recent development,

12. Credit: Premier Properties, Level 10
Construction.

Figure 10 Conceptual Tentative Map for the 340
Portage Avenue Development
Figure 11 1941 aerial photograph of the Sutter
Packing Company. Credit: Fairchild
Aerial Surveys, Flight C-7065, Frame 92,
Collection of UC Santa Barbara. Edited by
Page & Turnbull, 14.

Figure 12 Gabled addition attached to the
southernmost monitor roof of 340 Portage
Avenue. View northeast. Credit: Page &
Turnbull, 14.

Figure 13 A portion of the southwest facade of the
Turnbull, 15.

Figure 14 Thomas Foon Chew with two foremen at
his canning plant in Alviso. Credit: Our
Town of Palo Alto, 15.

Figure 15 Sutter Packing Plant, 1940. Credit: Palo Alto Historical Association, 15.

Figure 16 An illustrative example of low-cost buffered
bike lanes and intersection improvements,

17. Credit: Perkins&Will
Figure 17 Building 0 in San Francisco, CA, an
example of mixed-income multi-family
apartments next to a public park, 17. Credit:

Perkins&Will
Figure 18 A breakout discussion during the NVCAP
working group meeting, 19. Credit: City of
Palo Alto
Figure 19 Documenting feedback during a working
group design charrette, 19. Credit:

Perkins&Will
Figure 20 A worksession during the NVCAP working
group meeting, 24. Credit: City of Palo Alto
Figure 21 A sketching session and report back during
the NVCAP working group meeting, 26.

Credit: City of Palo Alto
Figure 22 A presentation during a community
workshop, 27. Credit: Perkins&Will
CHAPTER 2: THE VISION
Figure 23 The NVCAP Preferred Plan, 30.

Figure 24 NVCAP Land Use Framework, 32.

Figure 25 Example of High-Density Mixed Use
Development in Palo Alto, 34 Credit:

Steinberg Architects
Figure 26 Example of Medium Density Mixed Use
Development in Palo Alto, 34. Credit: BDE
Architecture
Figure 27 Example of Low-Density Mixed Use
Development, 35 Credit: WHA
Figure 28 Example of High-Density Residential
Figure 29 Example of Medium Density Residential
Development in Palo Alto, 35. Credit:

Compass
Figure 30 Example of Low-Density Resident
Development, 35 Credit: Google
Figure 31 The Cloudera Galactic HQ is located at 395
Page Mill Road, 36. Credit: Perkins&Will
Figure 32 NVCAP Ground Floor Edges Framework, 38.

Figure 33 Building lobbies and other accessory
spaces to residential uses are considered
active uses, 40. Credit: Perkins&Will
Figure 34 Neighborhood-serving retail along major
boulevards like El Camino Real, 41. Credit:

Bruce Damonte
Figure 35 Residential stoops should be set back and
elevated to provide privacy for residents,

41. Credit: Perkins&Will
Figure 36 NVCAP Mobility Framework, 42.

Figure 37 NVCAP Pedestrian Network, 44.

Figure 38 View of the Bell Street Woonerf in Seattle,
Washington, 45. Credit: Puget Sound
Business Journal
Figure 39 Bike Facility Degree of Separation, 46.

Figure 40 NVCAP Bike Network Framework, 47.

Figure 41 NVCAP Vehicle and Parking Framework, 49.

Figure 42 NVCAP Ecology and Sustainability
Framework, 50.

Figure 43 A conceptual design for the future Public
park, 52.

Figure 44 An example of a restored creek in San Luis
Obispo, CA, 53. Credit: Food and Wine
Safari
Figure 45 An example of green infrastructure
integrated with street furnishings, 53.

Credit: AJ Landskap
Figure 46 NVCAP Urban Form Framework , 54.

Figure 47 Internal streets have height allowances
that are conducive with missing middle
housing like townhomes, 56.

Credit: Perkins&Will
CHAPTER 3: PUBLIC REALM
Figure 48 The Sidewalk Zone, 58.

Figure 49 Bioretention, 61. Credit: City of Palo Alto
helps mitigate light pollution and the
health of both humans and wildlife, 62.

Credit: Edgar Zacarias via Foursquare.
helps mitigate light pollution and the
health of both humans and wildlife, 63.

Credit: Edgar Zacarias via Foursquare.

Figure 52 Neighborhood map and directional
visitors to the NVCAP, 64.

Figure 53 An example of a recent public art installa-
tion, 65. Credit: Passages by Susan Zocco-
la.
vii North Ventura Coordinated Area Plan viii
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CHAPTER 4: STREETS
Figures
CHAPTER 5: PARKS
CHAPTER 6: BUILDINGS
CHAPTER 7: IMPLEMENTATION
Figure 54 Map of Conceptual Gateway Intersection
Design Improvements, 72.

Figure 55 El Camino Real and Page Mill Road Con-
ceptual Intersection Design, 73.

Figure 56 El Camino Real and Olive Avenue Concep-
tual Intersection Design,74.

Figure 57 El Camino Real, Hansen Way, Portage Ave-
nue Conceptual Intersection Design, 75.

Figure 58 Lambert Avenue and Ash Street Conceptu-
al Intersection Design, 76.

Figure 59 Park Boulevard and Portage Avenue Con-
ceptual Intersection Design, 77.

Figure 60 Typical Park Boulevard Section, 81.

Figure 61 Typical Olive Avenue section between Park
Boulevard and Ash Street, 83.

Figure 62 Typical Olive Avenue section between Ash
Street and El Camino Real, 83.

Figure 63 Typical Ash Street section between Page
Mill Road and Olive Avenue, 85.

Figure 64 Typical Ash Street section between Acacia
Avenue and Lambert Avenue, 85.

Figure 65 Typical Acacia Avenue Section, 87.

Figure 66 Typical Pepper Avenue Section, 89.

Figure 67 Typical Portage Avenue section between
Park Boulevard and Ash Street, 91.

Figure 68 Typical Portage Avenue section between
Ash Street and El Camino Real, 91,
Figure 69 Streetscape elements like double row
of trees, textured pavement, pedestrian
scale lighting , and seating encourages
a low-carbon, welcoming neighborhood
environment, 93. Credit: SWA
Figure 70 Typical Lambert Avenue Sidewalk Zone
Section, 94.

Figure 71 Typical El Camino Real Sidewalk Zone
Section, 95.

Figure 72 Typical Page Mill Road Sidewalk Zone
Section, 96.

Figure 73 Typical mid-block connetion section, 99.

Figure 74 Typical rear setback connection section, 99.

Figure 75 Location of Park Gateways and Circulation
Paths, 107.

Figure 76 An example of passive park programming,
109. Credit: Jennifer Tyner
Figure 77 An example of active park programming,
109. Credit: Daggett
Figure 78 The location of the Matadero Creek buffer,
circulation, and gateways, 111.

Figure 79 The Matadero Creek Channel is currently a
constrained concrete trapezoidal channel.,
112. Credit: Perkins&Will
Figure 80 A naturalized creek has the opportunity to
provide multi-use trails and habitat areas,
113. Credit: Food and Wine Safari
Figure 81 An example of a daylight plane
requirement for mixed-use development
stepping down to single family residential
neighborhoods, 116.

Figure 82 Allowable Height Map, 117.
signage, 118. Credit: David Baker Architects
outdoor rooms to allow for lively spillover
of retail, 119 Credit: Bruce Damonte
transparency and a connection to the
street, 119 Credit: David Baker Architects
materiality, fenestration, and roof datum of
historic structures, 120. Credit: Connect CRA
privacy for residents, neighborhood
management, 121. Credit: Perkins&Will
Figure 88 Buidling roofs can be multi-purpose,
including providing additional outdoor
space for residents, 124. Credit: Kirstin
Bucher
Figure 89 Visible elements of sustainability can
include design features such as celebrating
secure bike parking, 125. Credit: Nelson /
Nygaard
Figure 90 NVCAP Zoning Map, as of March 2024, 129.
ix North Ventura Coordinated Area Plan x
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T ables
CHAPTER 1: INTRODUCTION
Table 1 Historical Population and Growth in Palo
Alto, 1980 - 2040, 7.

Table 2 Existing Zoning Designations, 10.

Table 3 Existing and Future Development Potential
by Land Use, 32.

Table 4 Proposed NVCAP Development Standards,

36. CHAPTER 2: THE VISION
CHAPTER 3: PUBLIC REALM
Table 6 Allowed Features by Sidewalk Zone, 58.

CHAPTER 4: STREETS
Table 7 Park Boulevard Street Design, 80.

Table 8 Olive Avenue Street Design, 82.

Table 9 Ash Street Street Design, 84.

Table 10 Acacia Avenue Street Design, 86.

Table 11 Pepper Avenue Street Design, 88.

Table 12 Portage Avenue Street Design, 90.

Table 13 Lambert Avenue Sidewalk Zone Design, 94.

Table 14 El Camino Real Sidewalk Zone Design, 95.

Table 15 Page Mill Road Sidewalk Zone Design, 96.

Table 16 Mid-Block Paseo Design, 98.

Table 17 Rear Setback Pathway Design, 98.

Table 18 TDM Strategy Menu, 104.

CHAPTER 7: IMPLEMENTATION
(Continued), 132.

Table 20 Funding Source Categories and Examples,
135.

Table 21 Examples of Potential Regional or County
Grant Funding Sources for NVCAP
Table 22 Examples of Potential State Grant Funding
Table 22 Examples of Potential State Grant
(Continued), 140.

Table 23 Examples of Potential Federal Grant
140.

Table 24 Summary of Major District-Based Value
Capture Tools, 142.

Applicable Funding Sources in the NVCAP ,
144.
xi North Ventura Coordinated Area Plan xii
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Plan Organization
The plan document is organized
as follows:

Implementation outlines the necessary steps to
and capital investments.

Appendix contains information for reference
used to generate the NVCAP including existing
site conditions, market studies, and infrastructure
analysis.

Figure 2 Photograph of the Cannery monitor roof supergraphic on the former Fry’s site, 2022 Credit: Perkins&Will
2 North Ventura Coordinated Area Plan 3
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1.1 Context

1.2 Plan Area

1.3 Project Goals

1.4 Project Objectives

1.5 Citywide Planning

1.6 Regional and Statewide Planning

1.7 Community Process
Introduction
1 Figure 3 Bird’s eye photograph of the NVCAP Plan
Area circa 1957.

Matadero Creek Sutter Packing Plant
Park Boulevard
El Camino Real
Stanford Industrial Park
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This planning effort was initiated by Palo Alto
Initiated by the City Council to implement
Comprehensive Plan Program L-4.10, which states
the following,
Prepare a Coordinated Area Plan
for the North Ventura area and
surrounding California Avenue area.

The Plan should describe a vision for
the future of the North Ventura area as
a walkable neighborhood with multi-
public park, creek improvements, and
an interconnected street grid. It should
guide the development of the California
Avenue area as a well-designed mixed-
use district with diverse land uses and a
network of pedestrian-oriented streets.

The NVCAP aligns with the Comprehensive Plan
policy, however, the Plan Area focuses solely on
the North Ventura neighborhood.

On November 6, 2017, the City Council adopted
application to the Metropolitan Transportation
Commission for a Priority Development Area
Grant for the North Ventura Coordinated Area
Plan. The Council expressed local support and
commitment of necessary matching funds and
assurance of the completion of the project.

On November 6, 2017, the City Council
adopted a Resolution expressing
local support and commitment for the
preparation of the NVCAP .

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For more information and history of the Palo
Alto Cannery, go to:

The Palo Alto Cannery Spotlight, Pages 14-15
Cloudera Galactic HQ
The Cannery
Matadero Creek Channel
California Avenue Caltrain Station
Boulware Park
Park Plaza Apartments
Navan
Plan Area
The NVCAP plan area is approximately 60 acres, roughly bounded by Oregon Expressway / Page Mill Road to the north, El Camino Real to the west, Lambert Avenue to the south, and the Caltrain rail corridor to the east. Nearby neighborhoods include the Evergreen neighborhood to the west, the Midtown neighborhood to the north, and Barron Park to the south.

Figure 7 Existing Conditions of the NVCAP Plan Area, 2020 1 . 2
Proximity to City Destinations
The plan area is within walking and biking
distance to several key destinations, including:
• The California Avenue Caltrain Station, which
is within a half mile of the plan area. Walking
access to the station is primarily along Park
Boulevard, a designated Bike Boulevard.
• El Camino Real, a regional commercial and
retail corridor. Opportunities for pedestrians
and bicyclists to cross Page Mill Road safely are
limited.
• California Avenue, a regional retail attraction
and social destination for the peninsula.
• Stanford University, one of the premier higher-
education institutions in the world.
• Stanford Research Park and California Avenue
Business District, accounting for almost 40% of
the City’s employment distribution.
• Signature Palo Alto open spaces such as Sarah
Wallis Park, Boulware Park, and J. Bowden Park.

Plan Area Notable Sites
Notable sites within the plan area include the
Matadero Creek Channel and the buildings
associated with the Cannery.

The portion of the Matadero Creek running
through the plan area is contained with a concrete
trapezoidal channel, which was built in 1990 from
El Camino Real to the Caltrain Tracks.

Figure 5 The Matadero Creek Channel is currently a
constrained concrete trapezoidal channel.

Figure 6 The former Cannery building site is 12.5
acres and located at the heart of the
NVCAP.

INTRODUCTION
Project Boundary
Caltrain Station
Bus Stops
Existing Sidewalks
Major External Connections
Surface Parking
Parks
8 North Ventura Coordinated Area Plan 9
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Figure 8 Existing Zoning Districts of the NVCAP
ROLM
GM
GM
GM
CS
CS
CS
CS
R-1
R-1
RM-30
RM-30
RM-30
PC
Land Use and Zoning
The North Ventura neighborhood is already
made up of a mix of multi-family and single-
uses. Service commercial uses are concentrated
along El Camino Real, Lambert Avenue, and
the southern segment of Portage Avenue.
along Page Mill Road and Park Boulevard,
the most notable anchors being the Cloudera
Galactic Headquarters at 395 Page Mill Road
and the newly constructed building at 3045 Park
Boulevard.

The Park Plaza Apartments is the most notable
multi-family residential development within
the Plan Area, situated at the corner of Park
Boulevard and Page Mill Road.
1 . 2
Table 2 Existing Zoning Designations
Zoning Map
Designation District Name
R-1 Single-family residence district
RM-30 Medium density multiple-family residence district CS Service commercial district
ROLM
GM General manufacturing district
CN Neighborhood commercial district
PC Planned community district

INTRODUCTION
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Recent Development
and new investment in mixed-use development.

A few new developments include:

Under Construction or Completed
441 Page Mill Road: a three-story mixed use
building with one level of underground parking.
3045 Park Boulevard: a two-story shell
commercial building with underground parking.
3225 El Camino Real: a mixed-use development
second building is two stories with ground
development includes underground and podium
parking.

The 340 Portage Avenue
Development Agreement
In October 2023, the City approved a
development agreement with the Sobrato
Organization, LLC for the redevelopment of the

14.65-acre site at 200-404 Portage Avenue,
3040-3250 Park Boulevard, 3201-3225 Ash Street
and 278 Lambert Avenue (Ordinance #5595).
parcels, is located centrally within the boundary
of the NVCAP. The development agreement
includes:
• Partial demolition of a commercial building
(formerly Bayside Cannery) deemed eligible for
the California Register of Historical Resources
building (340-404 Portage) to retain and restore
key historic features (Parcel 1)
• Construction of (74) new three-story townhome
condominiums replacing approximately 84,000
square feet (sf) of the historic cannery building
at 200-404 Portage Avenue (Parcel 1)
• Demolition of a building containing commercial
recreation use at 3040 Park Boulevard (Parcel 1)
• Dedication of approximately 3.25 acres
of land to the City for future affordable
housing (approximately 1 acre) and parkland
(approximately 2.25 acres) uses (Parcel 2)
1 . 2
Figure 9 Photographs of recent development
• Retention of existing research and development
(R&D) uses in the remaining portion of the
former cannery building (Parcel 3)
• Construction of a two-level parking garage
(Parcel 3)
•
3201-3225 Ash Street (Parcel 4)
• Conversion of automotive use at 3250 Park
Boulevard to R&D use (Parcel 5)
• Contribution of $5 million for future park
improvements and contributions to the City’s
affordable housing fund.
• Development of a Transportation Demand
Management (TDM) program for the R&D and
When the terms of the agreement end,
conformance with the NVCAP will be required of
all new projects in the affected area.

Figure 10 Conceptual Tentative Map for the 340 Portage Avenue Development 12 North Ventura Coordinated Area Plan 13
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Spotlight:

Palo Alto Cannery
The southeast corner of the parcel
contains a one-story wood frame
building. The building, located on
Ash Street next the former cannery
building appears to have been initially
built as a dormitory for the cannery
employees sometime between 1918
and 1925 and was moved to its current
location in 1940. The building features
a front-gabled roof, wraparound porch
with a shed roof, and wood lap siding.

Figure 11 1941 aerial photograph of the Sutter Packing
Company. Source: Fairchild Aerial Surveys, Flight
C-7065, Frame 92, Collection of UC Santa Barbara.

Edited by Page & Turnbull.

Figure 12 Gabled addition attached to the southernmost
monitor roof of 340 Portage Avenue. View
northeast. Source: Page & Turnbull
The former cannery site was initially
developed in April 1918, by Thomas
Foon Chew, the owner of Bayside
Canning Company or affectionately
known in the press at the time as “The
Asparagus King”. This was intended
to be Mr. Chew’s second cannery; the
California. The Palo Alto cannery
was strategically located alongside a
Railroad’s Los Gatos branch, which
facilitated shipments, and Matadero
Creek for a ready water supply.

Although the building has undergone
some exterior alterations throughout
the expansion, aerial photos show
that from 1965, the building continues
to have the same shape and general
form as now. Following the closure of
the cannery, the site has been occupied
by an anchor retailer Maximart and
Electronics, continued to occupy the
site until the end of 2019.

Figure 13 A portion of the southwest facade of the former Figure 14 Thomas Foon Chew with two foremen at his canning plant in Alviso. Source: Our Town of Palo Alto.

Figure 15 Sutter Packing Plant, 1940. Source: Palo Alto Historical Association
1 . 2

INTRODUCTION
Some of the most distinctive features
include the monitor roofs, capped with
composition shingles and clad with
corrugated metal, wood clerestory
ribbon windows and wire glass
skylights.

At the heart of the NVCAP is the 12.5-
acre 340 Portage Avenue property.

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Project Goals
On March 5th, 2018, the City Council approved the following goals to guide the NVCAP . A project goal refers to the desired outcome of a project. The following goals are high-level statements that provide an overall context for the aims and accomplishments of the project.

Transit, Pedestrian, and Bicycle Connections
to transit, pedestrian, and bicycle facilities,
including connections to the Caltrain Station,
Park Boulevard, and El Camino Real.

Connected Street Grid
gaps and street connections to California Avenue,
the Caltrain Station, and El Camino Real where
appropriate.

Balance of Community Interests
Balance community-wide objectives with the
interests of neighborhood residents and minimize
displacement of existing residents.

Urban Design, Design Guidelines, and
Neighborhood Fabric
Develop human-scale urban design strategies,
and design guidelines that strengthen
development will respect the scale and character
of the surrounding residential neighborhood.

Sustainability and the Environment
Protect and enhance the environment, while
addressing the principles of sustainability.
1 .3
Figure 16 (left) An illustrative example of low-cost buffered bike lanes and intersection improvements.

Figure 17 (top) Building 0 in San Francisco, CA, an example of mixed-income multi-family apartments next to a public park.

Throughout the document, applicable
project goals are included in insets.

INTRODUCTION
16 North Ventura Coordinated Area Plan 17
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Project Objectives
On March 5th, 2018, the City Council approved the following objectives to guide the NVCAP . Project objectives describe the optimal process and set the goalposts for a successful plan. Project objectives are measurable and achievable.

Data-Driven Approach
Employ a data-driven approach that considers
community desires, market conditions and
development patterns, development capacity,
natural resources, need for community facilities
(e.g., schools), and other relevant data to inform
plan policies.

Comprehensive User-Friendly Document and
Implementation
Create a comprehensive but user-friendly
location and extent of land uses, planning
policies, development regulations, and design
guidelines to enable development and needed
infrastructure investments in the project area.

Meaningful Community Engagement
Enable a process with meaningful opportunities
timeline, and an outcome (the coordinated area
priorities.

Economic Feasibility
of marketplace factors and incentives and
public infrastructure investments and projected
Environmental
A plan that is protective of public health and a
process that complies with the requirements of
the California Environmental Quality Act.
1 . 4
Figure 18 (left) A breakout discussion during the NVCAP working group meeting, Figure 19 (top) Documenting feedback during a working group design charrette

INTRODUCTION
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Citywide Planning
The standards and guidelines in this document are informed and in conformance with the following foundational city plans and policies. 2030 Comprehensive Plan
The City adopted the 2030 Comprehensive Plan
in November 2017, which is the primary tool
for guiding preservation and development in
and provides a collective vision that guides
preservation, growth, and change. The Plan
Area is a part of the California Avenue Multi-
Neighborhood Center. A multi-neighborhood
districts that serves more than one neighborhood
with a diverse mix of uses, including retail, service,
staff to prepare a coordinated area plan for the
North Ventura area and surrounding California
Avenue area. The plan should describe a vision
for the future of the North Ventura area as
a walkable neighborhood with multi-family
improvements, and an interconnected street grid.

It should guide the development of the California
Avenue area as a well-designed mixed-use
district with diverse land uses and a network of
pedestrian-oriented streets.

Bicycle and Pedestrian Transportation Plan
The City adopted the Bicycle and Pedestrian
Transportation Plan in July 2012, which
strategically guides public and private
investments in non-motorized transportation
facilities and related programs. The plan
critical bicycle streets, including Portage Avenue
as an enhanced bikeway as part of the Bay to
Ridge Trail and Park Boulevard as a major north-
south Bicycle Boulevard.

Housing Element 2023-2031
The Housing Element update, one of the
State-mandated components of the City’s
Comprehensive Plan, represents the City of Palo
Alto’s sixth Housing Element and plans for the
years 2023 through 2031. In total, approximately
6,700 housing units are needed to accommodate
the 2023-2031 growth for all income groups as
part of the Regional Housing Needs Allocation
(RHNA) process. The Plan Area includes 15
opportunity sites that could help the City meet its
housing needs (unit yield of approximately 300).

Palo Alto Municipal Code, Chapter 19.10:

Coordinated Area Plans
This chapter establishes the procedures for the
preparation of coordinated area plans (CAP).

Palo Alto Municipal Code, Chapter 18.32:

Parks, Trails, Natural Open Space, and
Recreation Master Plan
Adopted in September 2017, the Parks Master
Plan presents the vision for the future of Palo
Alto’s parks, trails, natural open space, and
Plan Area as an urban canopy target area,
emphasizing the need for new green streets
and parks. Additionally, Policy 1.B.10 states the
following, ‘develop a creek walk along Matadero
Creek that links parks and creates open
space and a habitat corridor’. Finally, the plan
designates Portage Avenue and Park Boulevard
as ‘Pollinator Pathways,’ which are intended
to provide connectivity for natural systems
through the integration of green stormwater
infrastructure. The future public park and the
renaturalization of the creek can serve as an
integral component of the City’s larger regional
habitat connection concept, connecting people
and wildlife from the foothills to the Baylands.

INTRODUCTION
Green Stormwater Infrastructure Plan
Completed in 2019, the Green Stormwater
Infrastructure (GSI) Plan provides a guidance
framework to integrate GSI measures into the
City’s urban landscape to properly manage and
treat stormwater at its source, decreasing water
quality impacts to local creeks, the Baylands,
and the San Francisco Bay. Integration of GSI
measures is critical for the Plan Area to address
the current lack of open spaces, and high
amount of imperviousness. Chapter 4 of the
Prioritization Criteria, that projects located within
one of the key development areas should receive
a higher priority than projects located outside
one of these areas.

Public Art Master Plan
Completed in November 2016, the mission of
Palo Alto’s people, diverse neighborhoods, the
innovative and global character of its businesses
and academic institutions, and the beauty of
its natural environment. Several of the plan’s
objectives are applicable to NVCAP including:
• Objective 1: Locate art in unexpected places,
such as alleys to provide an element of surprise
and whimsy to everyday life.
• Objective 2: Integrate impactful, permanently-
sited public art projects in business areas.
• Objective 3: Install public art in neighborhoods
for residents to enjoy on a daily basis.
• Objective 4: Use art to promote environmental
stewardship and sustainability. Create
partnerships with Environmental Services and
local regional agencies to integrate public art
into environmental projects.
• Objective 5: Commission artists or artist/design
areas of Palo Alto where development is taking
place.
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Transit-Oriented Communities (TOC) Policy
Metropolitan Transportation Commission’s (MTC’s)
regional Transit-Oriented Communities (TOC)
policy update seeks to support the region’s transit
investments by creating communities around
transit stations and along transit corridors that
not only support transit ridership, but that are
places where Bay Area residents of all abilities,
and income levels, and racial and ethnic
backgrounds can live, work and access services,
such as education, childcare, and healthcare. The
TOC policies would apply to PDAs that are served
Avenue Station (Caltrain). PDAs that comply with
these TOC policies are eligible for grant funding
administered by the MTC. Jurisdictions adopting
these policies would be required to implement
the following:
• New Residential Development: a minimum
density of 50 units/net acre or higher and an
allowable maximum density of 75 units/net acre
or higher.
•
minimum density of 2 Floor Area Ratio (FAR) or
higher and an allowable maximum density of 4
FAR or higher.
• Parking Management Requirements: no
minimum parking requirement allowed.

At the time of plan adoption, the City has not
adopted the TOC policy.

INTRODUCTION
Sustainability and Climate Action Plan
Adopted in June 2023, the Sustainability and
Climate Action Plan (S/CAP) is a comprehensive
document laying out the City’s strategy to
achieve ambitious carbon reduction goals,
while improving natural environment, adapting
to climate impacts, and increasing livability for
Palo Alto residents. The S/CAP establishes the
goals of reducing carbon emissions 80 percent
below 1990 levels by 2030 (the “80 x 30” goal)
and achieving carbon neutrality by 2030. Several
of the plan’s goals are applicable to NVCAP
including:
• Energy: Reduce GHG emissions from the direct
use of natural gas in Palo Alto’s building sector
by at least 60% below 1990 levels (116,400 MT
CO2e reduction)
• Mobility: Reduce total vehicle miles traveled
12% by 2030, compared to a 2019 baseline, by
reducing commute vehicle miles traveled 20%,
visitor vehicles miles traveled 10%, and resident
vehicle miles traveled 6%
• Mobility: Increase the mode share for active
transportation (walking, biking) and transit from
19% to 40% of local work trips by 2030
• Natural Environment: Restore and enhance
resilience and biodiversity of our natural
environment throughout the City
• Natural Environment: Increase tree canopy to
40% city-wide coverage by 2030
• Natural Environment: By 2030, achieve a
10% increase in land area that uses green
stormwater infrastructure to treat urban water
runoff, compared to a 2020 baseline
Relationship Between the
NVCAP and Other City Plans and
Ordinances
The NVCAP implements the City of Palo Alto
Comprehensive Plan and provides more detailed
consistent with those found in the Comprehensive
Plan but address the unique characteristics of
NVCAP.

To implement the NVCAP, Palo Alto made
changes to Title 18, Zoning, in the Palo Alto
Municipal Code (PAMC). This new code section
projects within the plan area. While many
of these are detailed in the plan itself, the
regulations in the NVCAP section of Title 18 take
change or replace zoning standards, the
established PAMC requirements apply. However,
standards of NVCAP and PAMC, NVCAP
standards will be followed.

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Spotlight:

Community
Workshops
17 NVCAP Working
Group Meetings
2 Online Surveys
6 Stakeholder Group
Meetings
Meetings with
Decision-Makers
City Council
Historic Resources Board (HRB)
Parks and Recreation
Commission (PRC)
Planning and Transportation
Commission (PTC)
Architectural Review Board
(ARB)
1 .7
Figure 20 A worksession during the NVCAP working group meeting Over the course of the planning process, City staff
and consultants conducted extensive community
outreach, providing numerous opportunities
for public engagement and meaningful input.

This community process led to the development
of the draft plan including the vision and design
framework included in Chapter 2.

INTRODUCTION
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The NVCAP Working Group
Consistent with PAMC 19.10.030 and to ensure
engagement, the City Council appointed a
14-member Working Group (WG). The WG was
made up of 14 individuals and two alternates.

Over the course of 17 meetings held from 2018 to
2020, the WG reviewed and provided feedback
on existing conditions, planning alternatives, and
other information related to the planning area.

The WG created a vision statement for the Plan
Area which is summarized below:
‘The Working Group envisions the Plan
Area to replicate a European square
with open plaza, colorful public art,
beautiful landscaping with green open
spaces and lots of public amenities such
as benches, trails, and bike paths. The
existing context, between three and six
stories, interconnected with pedestrian
and bicycle paths. The bustling plaza
should have lots of local-serving retail
uses such as cafes, small local markets,
and theaters, which encourage lively
provide diverse housing opportunities,
with minimum intrusion from automobile
City Department Partnerships
The planning process was informed by
representatives from the City of Palo Alto to
ensure the plan was aligned with foundational
city plans, projects, and programs. The
departments represented include Planning &
Development, Transportation, Public Works,
Utilities, and Community Services.

The Community Workshops
Two community workshops were held to share
ideas, respond to study results, and weigh in on
the vision and emerging policies of the plan. The
2019. The community feedback helped to frame
the basis of the proposed draft plans. The
City hosted the second community workshop
on February 27, 2020. The workshop solicited
input on the three draft plan alternatives and
endeavored to identify community priorities on
various topics.

Community Surveys
Staff prepared two online community surveys
(April 2020 and October 2020) to solicit input
from the members of the community. The surveys
aimed to reach community members unable to
attend the workshops. An online questionnaire
on the draft alternatives was created by staff
to solicit input from the community at-large in
October 2020. About 30 community members
responded. The majority of the participants
preferred Alternative 3, supporting higher
residential densities and heights, allowing small
on the proposed transportation improvements,
and parks and open space proposals. Opinions
varied over preservation of the cannery building.

Some preferred removal of old cannery building
while others supported partial retention.

Stakeholder Group Meetings
Stakeholder groups including property owners,
commercial tenants, area residents, Palo Alto
advocates (affordable housing representatives,
bicycle groups, environmental representatives,
and their input was gathered through a series
of six meetings. Staff also presented to the
December 2018, on February 20, 2020, and on
Board Members indicated an interest to site a
new school to serve new families conceived in
the draft alternatives. The City is supportive of
working together to understand student yield
from proposed typologies and suitable sites.

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Vision
2 2.1 Plan Concept

2.2 Land Use

2.3 Ground Floor Edges

2.4 Mobility

2.5 Ecology and Sustainability

2.6 Urban Form
The North Ventura Coordinated Area Plan sets forth
The vision frameworks described in the following pages illustrates the desired physical form delivered incrementally over time which:
• Honors the storied history and
unique character of the North
Ventura neighborhood;
• Understands the needs of
current residents and puts
forward near-term solutions to
current challenges;
• Establishes a long-term
framework for desired growth
so more people can call North
Ventura home; and
• Invests in community
infrastructure to support
an equitable, resilient, and
sustainable Palo Alto.

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2 .1
Plan Concept
The NVCAP Concept at Potential Full Build-out

GREEN STORMWATER

INFRASTRUCTURE

SEAMLESS CONNECTION

TO CALTRAIN

PEDESTRIAN AND BICYCLE

FRIENDLY STREETS

ENHANCED

URBAN FOREST

ENERGY EFFICIENT

BUILDINGS

COMMUNITY

OPEN SPACE

CELEBRATING

HISTORY

NATURALIZED

MATADERO CREEK

ECOLOGICAL CORRIDORS

AND HABITAT

RESPECTING EXISTING

SINGLE FAMIL Y HOMES

INTERSECTIONS

BUILDINGS

AFFORDABLE

HOUSING OPTIONS
The actual development within the plan area will
vary based on each parcel’s project goals and
in Figure 23 does not incorporate development
projects recently approved or constructed.

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2 . 2
Land Use
NVCAP aims to achieve the following targets for
these land uses within the plan area:
• Allow up to 530 new dwelling units;
• Approximately 2 acres of public open space;
• 16,600 square feet of commercial development
including existing and new local retail and
professional services.

Existing and Future Development Potential by Land Use
Land Use Future
Residential
(units)
142 units 672 units
Parks (acres) 0 acres 1.9 acres
744,000 sq.ft. 466,000 sq.ft.

Retail (sq.ft.) 111,200 sq.ft. 103,700 sq.ft.

NVCAP Land Use Framework

THE VISION
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2 . 2
Residential
The NVCAP land use framework is principally
focused on supporting a variety of housing
options, a diverse range of unit sizes and
and price points to
support Palo Alto residents at different stages of
life. Residential density will depend on its location
within the Plan Area. For example, mixed use
midrise development will be encouraged along
commercial corridors whereas townhomes will
be encouraged adjacent to existing residential
development.

The land use designations listed below are
calibrated for a wide range of multi-family
housing typologies:

The high-density mixed-use designation is
located along the southern segment of El Camino
Real. The designation is intended to support
This designation requires active uses for ground
nodes along El Camino Real, to support its role as
a regional commercial corridor. The designation
requires that upper stories be residential. The medium-density mixed-use designation is located on the northern segment of El Camino
Real and Page Mill Road. The designation is
apartment buildings. This designation requires
Real, to support its role as a regional commercial
corridor. The designation requires that upper
stories be residential.

Balance of Community
Interests
Balance community-wide objectives
with the interests of neighborhood
residents and minimize displacement of
existing residents.

The low-density mixed-use designation serves
as a transition between the high-density mixed-
use area and the low-density residential areas
located in the interior of the plan area. The
designation area is also located along Ash
Street and Portage Avenue, to support mid-
to-low-rise multi-family development near the
are encouraged but not required. Residential is
The high-density residential designation is
located on the large 395 Page Mill Road site and
is targed towards development on the surface
parking lots.

The medium-density residential designation
is located at the 340 Portage Avenue site to
support the long-term goal of supporting
additional housing in the plan area. The
designation requires that both the ground
designation is intended to support a mix of
townhouses and mid-rise apartments. Allowable
heights are calibrated to support sensitive
structures such as the Cannery building.

Example of High-Density
Mixed Use in Palo Alto
Example of Medium-Density
Mixed Use in Palo Alto
Example of Low-Density
Mixed Use in Palo Alto
Example of High Density
Residential in Palo Alto
Example of Medium Density
Residential in Palo Alto
The low-density residential designation is
calibrated to both facilitate new housing
development while also being sensitive to the
existing single-family neighborhood fabric -
located along Pepper Avenue and Olive Avenue.

This area of existing single-family homes has
been designated as an area of stability and will
Example of Low Density
Residential in Palo Alto
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2 . 2
The Cloudera Galactic HQ is
located at 395 Page Mill Road
FAR
High-Density Mixed Use 61-100 55*65 3.0:1 NV-MXH
Medium-Density Mixed-Use 31-70 45*55 2.0:1 NV-MXM
Low-Density Mixed Use 3-17 35*35 0.5:1 NV-MXL
High Density Residential 61-100 55*65 3.0:1 NV-R4
Medium Density Residential 16-30 35*45 1.5:1 NV-R3
Low Density Residential 1 or 2 units/lot 30 0.45:1 NV-R2 NV-R1
Public Facilities and Open Space n/a n/a n/a NV-PF
Proposed NVCAP Development Standards
To bolster the City’s affordable housing program,
new townhome ownership projects across the
plan area would provide 20% inclusionary below
market rate (BMR) units. For all other housing types,
both ownership and rental, a 15% inclusionary BMR
requirement would apply. In accordance with the
Palo Alto Municipal Code (PAMC), in-lieu fees may
be paid in certain circumstances.

Proposed 100% below-market-rate (BMR) projects
in the NVCAP are eligible for an additional height
bonus through either the State Density Bonus or the
City’s Housing Incentive Program.

This land use designation is located in the
southeastern corner of the plan area. This will
include the approximately 2 acre public open space
as well as the re-naturalization of the Matadero
Creek between Park Boulevard and Lambert
Avenue.
* 100% Affordable Housing is eligible for an additional 33 feet when using the applicable Housing Incentive Program development standards.

Existing land uses are permitted to remain in
place and continue operations. Existing buildings
or land uses which become nonconforming
as a result of the new zoning and land use
in the Zoning Code regarding nonconforming
buildings and uses. Certain limits are established
for repairs, additions, restoration, expansion, and
occupancy after an extended vacancy. See PAMC

18.70 (Nonconforming Uses and Noncomplying
Facilities) for applicable requirements.

THE VISION
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2 .3
Ground Floor
Edges
NVCAP Ground Floor
Edges Framework
For design standards and guidelines, go to:

Chapter 5: Site and Building Design

REQUIRED

RETAIL EDGE

REQUIRED

RETAIL EDGE
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2 .3
To create a pedestrian-friendly environment and
new development within within designated areas
of high-density and medium-density mixed-use
designations will provide active uses on frontages
facing a public right-of-way, greenway, or park,
to the degree feasible. Retail or retail-like uses are
Real and encouraged along Park Boulevard.
select nodes along prominent corridors, NVCAP
is supporting the ability for residents to walk to
everyday services and subsequently reduce the
number of cars on the road. See Figure 32 on

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Palo Alto City CouncilJune 18, 2024

Palo Alto City Council
June 18, 2024