Agenda packet — Palo Alto City Council, June 15, 2026 (part 5 of 6)

MOUNTAIN
VIEW

LOS ALTOS
HILLS
Byxbee Park
Mitchell
Park
Hoover
Park
Pearson-Arastradero
Preserve
Greer
Park
Eleanor
Pardee
Park
Ramos
Park
Robles
Park
Bol
Park
Alta Mesa
Memorial
Park
Rinconada
Park
Baylands
Nature
Preserve
Palo Alto
High
School
Gunn
High
School
JLS
Middle
School
Greene
Middle
School
Fletcher
Middle
School
Walter Hays
Elementary
Duveneck
Elementary
Ohlone
Elementary
El Carmelo
Elementary
Palo Verde
Elementary
Addison
Elementary
Hoover
Elementary
Greendell
School
Juana
Briones
Elementary
Barron
Park
Elementary
Lucille M.

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
Recommended Existing
Class I - Shared Use Path
Class IIa - Bike Lane
Class IIb - Buffered Bike Lane
Class IIIa - Advisory Bike Lane
Class IIIb - Bike Boulevard
Class IV - Separated Bikeway
Trail
!f Existing Ped/Bike Bridge
!s Existing Ped/Bike Underpass
Recommended Bike Blvd
Crossing
Recommended Intersection
Improvement
Recommended Ped/Bike
Bridge or Underpass
Caltrain Station
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
To East Palo Alto
To Menlo Park
To Mountain
View
To Los Altos
Bicycle-Friendly Zone
City of Palo Alto
Recommended
Figure EX 3: Low-Stress Bicycle Network
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 27 Packet Pg. 878 of 1165
19 !f
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!s
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_`101
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∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave
Seale Ave
Moreno Ave
Park Blvd
Arastradero Rd
Everett Ave
Boyce Ave
Welch Rd
Churchill Ave
Porter Dr
Olive Ave
Cambridge Ave
La Donna Ave
EAST

PALO ALTO MENLO
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STANFORD

UNIVERSITY
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ALTOS

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PALO ALTO
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STANFORD

UNIVERSITY
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HILLS

PALO ALTO

0. Executive Summary | 20

0.4.4 PEDESTRIAN DISTRICT GUIDELINES AND TOOLBOX
The pedestrian district toolbox includes a range of selected treatments aimed at improving pedestrian safety and enhancing the pedestrian experience. The elements range from infrastructure improvements, such as raised crossings, traffic circles, or curb extensions that improve yielding rates, to aesthetic changes, such as trees, green storm infrastructure, benches, or public art, that can elevate the walking experience. Together, these elements will meet universal needs for safety and accessibility and create conditions making walking comfortable and an enjoyable experience for all.

Priority pedestrian areas are key to creating a walkable, accessible, and enjoyable City. They offer areas where walking is prioritized to allow people of all ages and abilities to get around without competing with vehicles. Within these areas, slower vehicle movement is encouraged, and opportunities are provided for people to pause and enjoy their surroundings. Three pedestrian districts and three priority areas which are focus areas for pedestrian recommendations are included in the 2026 BPTP, as shown in Figure EX 5, include:

Pedestrian Districts
• University Avenue Pedestrian District
• California Avenue Pedestrian District
• Midtown Pedestrian District
Pedestrian Priority Areas
• El Camino Real Neighborhood Commercial Center
• Embarcadero Neighborhood Commercial Center
• San Antonio Road Area
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 29 Packet Pg. 880 of 1165
21 University
Avenue
District
California
Avenue
District
El Camino Real
Neighborhood
Commercial Center
Midtown
District
Embarcadero
Neighborhood
Commercial Center
San Antonio
Road Area
_`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
Pedestrian Districts and Priority Areas
City of Palo Alto
Park/Open Space
School/University
Community Center
Library
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure EX 5: Pedestrian Districts and Pedestrian Priority Areas Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 30 Packet Pg. 881 of 1165

0. Executive Summary | 22

0.5 Project Prioritization
Project prioritization helps direct the City’s resources and develop a near-term implementation strategy. This 2026 BPTP prioritizes intersections and bikeway corridors, studies, and special projects, for implementation over the next ten years. The initial prioritization process scored each roadway segment in Palo Alto based on quantitative criteria to assess the level of alignment with the objectives of safety and connectivity. Projects that scored higher than 70 points were advanced to supplemental evaluation along with a subset of additional projects selected for further review. The supplemental evaluation considered project readiness, project cost, and project support to determine the top priority projects for near-term implementation. Table EX 2 presents the prioritization factors and evaluation criteria used in the prioritization process.

Table EX 2: Prioritization Factors and Evaluation Criteria Note: *Only the projects that scored 70 or more points with a few exceptions in the Initial Evaluation advance to the Supplemental Evaluation.

PRIORITIZATION FACTOR CRITERIA
Initial Evaluation
Safety
High-Injury Corridors
Recommended SRTS Suggested Walk & Roll
Route Maps
Connectivity Bicycle Level of Traffic Stress
Access to Transit
Supplemental Evaluation*
Project Cost and Funding
Project Readiness High, Medium, and Low
Project Support
Near-Term Implementation:

A total of 25 bicycle projects
(covering approximately 19 miles
of the recommend network) and 24
intersection and crossing projects
have been identified to initiate in
the near-term (within 10 years).

These projects are illustrated in
Figure EX 6.

Cost Estimation:

The 2026 BPTP uses planning level
rough-order‑of‑magnitude cost
estimates to communicate relative
investment needs rather than
precise project budgets. Costs are
categorized on a simple $ to $$$
scale, reflecting low, medium, and
high anticipated costs based on
comparable projects, facility type,
and implementation complexity.

The cost for bikeway, intersection,
and crossing improvements varies
widely and cannot be accurately
estimated at this stage.

Funding Strategy:

Bicycle and pedestrian projects can
be funded through a range of local,
regional, state, and federal sources.

To enhance its competitiveness for
these funds, the City of Palo Alto
should ensure its projects align
with the core goals of the funding
programs—typically centered on
equity, safety, sustainability, and
connectivity.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 31 Packet Pg. 882 of 1165
23 _`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave
Seale Ave
Moreno Ave
Park Blvd
Arastradero Rd
Everett Ave
Boyce Ave
Welch Rd
Churchill Ave
Porter Dr
Olive Ave
Cambridge Ave
La Donna Ave
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
Recommended Near-Term Improvements
Class I - Shared Use Path
Class IIa - Bike Lane
Class IIb - Buffered Bike Lane
Class IIIb - Bike Boulevard
Class IV - Separated Bikeway
Recommended Bike Blvd Crossing
Recommended Intersection
Improvement
Recommended Ped/Bike Bridge or
Underpass
City of Palo Alto
Railroad
Caltrain Stop
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure EX 6: Recommended Near-Term Projects
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 32 Packet Pg. 883 of 1165

1. Introduction | 24

1. INTRODUCTION
24 Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 33 Packet Pg. 884 of 1165

1. Introduction | 25
Famous as the birthplace of Silicon Valley, the City of Palo Alto (City) is also a pioneer in active transportation, home to the nation’s first bicycle boulevard on Bryant
Street. With its relatively flat geography, mild climate, abundant green spaces, and vibrant, historic downtown,
the City offers an ideal setting for walking and bicycling.

Strong connections to Stanford University and regional
transit further enhance its appeal, helping Palo Alto
achieve some of the highest walking and biking rates
in the Bay Area and nation. Palo Alto’s is a Gold-rated Bicycle Friendly Community by the League as well.

The City last updated its Bicycle and Pedestrian
Transportation Plan (BPTP) in 2012. That plan
established key planning, policy, and implementation
strategies to enhance the safety and appeal of
walking, biking, and rolling for both transportation and recreation. Since then, the share of residents driving
alone to work has decreased significantly from 64.4%
in 2012 to 51.65% in 2023. The Covid-19 pandemic also
brought major shifts in travel behavior, including a sharp rise in telecommuting. By 2023, 27.9% of Palo Alto
residents worked from home, nearly 2.5 times the rate
in 2019 (9.7%).1
These changes, along with the growing
use of emerging mobility options such as e-bikes and
ridesharing, have prompted the City to initiate an
update to the BPTP to better respond to current trends
and future needs for walking and biking. Additionally,
the City’s Sustainability and Climate Action Plan (S/CAP) (2022) set a goal of reducing greenhouse gas (GHG)
emissions 80% below 1990 levels by 2030 (the “80 x 30”
goal) and achieving carbon neutrality by 2030.

The 2026 BPTP reflects community needs and
desires, considers recent trends in cycling and bicycle technology, and addresses changes in bicycle and
pedestrian planning and design. It builds upon extensive planning and design efforts already underway by the
City, including the implementation of the 2012 BPTP,
2025 Safe Streets for All (SS4A) Safety Action Plan,
and land use planning such as the 2023-2031 Housing
Element Update, Downtown Housing Plan, and the San
Antonio Road Area Plan. The 2026 BPTP was drafted in
collaboration with the City and the community through
multiple phases of engagement occurring over the
course of BPTP development.
1 U.S. Census Bureau. 2012 and 2023 American Community Survey, Table S0801: Commuting Characteristics by Sex. Accessed June 28, 2025.

A pedestrian is someone traveling
on foot along sidewalks, crosswalks, or
pathways. This also includes individuals using
assistive devices such as canes, walkers, or
wheelchairs.

A bicyclist is a person riding a
bicycle, which may include pedalpowered bicycles, electric bicycles (e-bikes) with pedal-assist or throttle
features, and adaptive bicycles such as
hand-cycles or tricycles.

Shared micromobility refers to
the use of small, low-speed
vehicles like bicycles and scooters
that are available for public
rental on a short-term basis.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 34 Packet Pg. 885 of 1165

1. Introduction | 26

1.1 Purpose
The 2026 BPTP serves as a comprehensive action plan
for the City to provide improved bicycle and pedestrian facilities for its residents, employees, and visitors. The purpose of the 2026 BPTP is to gather meaningful
input from the community, evaluate progress since the
2012 plan, and update the City’s approach to policies,
programs, and infrastructure that support walking and
biking.

To achieve this purpose, the 2026 BPTP investigates safety data to propose impactful recommendations, explores
the role of emerging transportation technologies such
as electric-bicycles and micro-mobility devices, and
establishes a long-term vision to make walking and
biking easier, safer, and more accessible for everyone.

This plan is also intended to support the City’s broader goals, including those in the 2030 Comprehensive Plan,
the Sustainability and Climate Action Plan, and the City’s Safety Action Plan.

1.2 Plan Organization
Who Can Use the Bike Lane?
All bicycles are allowed on the bikeway
network, including modified types such as
unicycles, cargo bikes, bikes with trailers, and
longtail bikes. All e-bikes, including those
with pedal-assist speeds up to 28 mph are
permittted on most bikeways, but are not
allowed on unpaved trails (See Palo Alto Open
Space and Park Rules and Regulations for more
information). Palo Alto’s approach to e-bike
regulation and policy continues to evolve as
the City responds to rapid adoption, emerging
safety concerns particularly with youth riders,
and the need to balance innovation with the
comfort and safety of all street and path users.

Who Can Use the Sidewalk?
Pedestrians can use sidewalk. In Palo Alto,
riding on sidewalks in the California Avenue
and Downtown Business Districts is prohibited
(See Palo Alto MC 10.64.130 (c)).

Chapter 1: Introduction
This chapter summarizes the vision statement and
objectives that guided the development of 2026 BPTP.

It includes performance measures that will help track
the City’s progress toward these goals, describes the
relationship between other planning efforts and 2026
BPTP, and summarizes the public engagement efforts.

Chapter 2: Existing Facilities
This chapter documents the existing walking and
bicycling infrastructure in Palo Alto. It analyzes the
walking and bicycle activity, barriers and safety
conditions. It includes information on the use of
micromobility and e-bikes, and bicycle parking.

Chapter 3: Recommendations
This chapter includes the bicycle and pedestrian
recommendations. It includes the process for
developing bikeway network corridor criteria. For
pedestrians, it includes recommendations related to
the pedestrian district guidelines and toolbox. Lastly, it includes recommended policies and programs.

Chapter 4: Implementation and Funding
This chapter includes a prioritization framework
classifying the recommended projects into near- and
long-term categories. Additionally, it includes planning level rough order of magnitude generalized costs and
identifies potential funding sources.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 35 Packet Pg. 886 of 1165

1. Introduction | 27

1.3 Benefits and Barriers to Walking and Biking
Walking and biking offer significant public health,
environmental, and economic benefits that align with
the goals for sustainable transportation. The Caltrans’ Toward an Active California plan highlights how active
transportation improves physical and mental health,
reduces greenhouse gas emissions, and supports
equitable access to mobility. Additionally, walking
and biking reduce auto ownership costs, estimated
at $8,500 annually per car and save $830 million
in congestion, collision, and vehicle maintenance
costs for the state of California.2
Furthermore, active
transportation enhances community character,
supports local businesses, and results in increased land values.

However, key barriers remain. State and national
reports emphasize challenges such as high-speed
traffic, incomplete or disconnected pedestrian
and bicycle networks, missing first- and last-mile
connections, and a lack of secure bicycle parking. In
Palo Alto, these issues are echoed by local feedback
that calls for safer crossings, better lighting, and more low-stress, separated bicycle facilities. Equity also
remains a concern, with a need to ensure access to
high-quality infrastructure for all ages and abilities. 2 Caltrans. Toward and Active California. 2017. Retrieved from https://dot.ca.gov/programs/transportation-planning/division-oftransportation-planning/complete-streets/toward-an-active-california-state-bicycle-pedestrian-plan What does “All Ages and Abilities (AAA)”
mean?
To truly encourage walking and biking, facilities
must be designed for everyone. All Ages and
Abilities facilities are a national best practice
for designing walking and biking facilities that
strive to serve everyone safely, comfortably,
and equitably. All Ages and Abilities design
practices account for differences among
potential users in physical abilities, age,
height, cycling abilities, perceived personal
safety, and comfort in riding with traffic. By
prioritizing comfort, traffic separation, and
equity, All Ages and Abilities design expands
the reach of walking and bicycling, enhances
mobility and independence, and makes active
transportation a safe and appealing choice for
all.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 36 Packet Pg. 887 of 1165

1. Introduction | 28

1.4 Vision, Objectives, and
Performance Measures
To guide the 2026 BPTP, the City gathered community input to help shape a vision statement, objectives, and performance measures to track progress toward these goals. This vision builds upon the 2030 Comprehensive Plan’s vision to create a safe, beautiful city and a sustainable transportation system.

1.4.1 VISION STATEMENT
We envision a city where sustainable, safe, efficient, equitable, and enjoyable transportation thrives. Together, we will create a comfortable and connected street and trail network that supports walking, biking, and rolling for people of all ages and abilities. We continue to be a leader in Safe Routes to School and invest more in active transportation infrastructure, education, and encouragement programs.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 37 Packet Pg. 888 of 1165

1. Introduction | 29

1.4.2 OBJECTIVES
The following objectives guide the recommendations in the 2026 BPTP.

Safe and Inclusive: Prioritizing safety for all transportation network users regardless of age and ability and ensuring equitable access to pedestrian and bicycle infrastructure across the community while reducing fatal and severe injury collisions.

Connected and Accessible: Featuring a convenient and interconnected network of sidewalks, bike lanes, and trails that provide efficient travel options and easy access to transit and important destinations, encouraging a shift away from driving and improving environmental health through lower vehicle miles traveled and greenhouse gas emissions.

Community-Led and Cooperative: Fostering community engagement and participation in promoting active transportation, supported by education, programming, and infrastructure investments, in a way that cultivates learning for network users of all ages.

Comfortable and Enjoyable: Enhancing the comfort and enjoyment of walking and cycling through amenities such as shade, greenery, and well-designed streetscapes.

Integrated and Collaborative: Collaborating with neighboring cities to create a seamless, integrated, and efficient regional network of pedestrian and bicycle infrastructure.

1.4.3 PERFORMANCE MEASURES
Table 1 lists performance measures that were established during the 2026 BPTP development process to track progress toward achieving the Plan vision and objectives and document the results of investments in biking, walking, and rolling in Palo Alto.

Table 1: Performance Measures

OBJECTIVE PERFORMANCE MEASURE REPORTING PERIOD
Safe and Inclusive
Annual pedestrian and bicycle collisions per 100,000 residents Annual Annual pedestrian and bicycle killed and severe injury (KSI) collisions per 100,000 residents Annual
Connected and
Accessible
Walk/bike/roll to school and commute mode shares
Annual (school mode share);
Annual (commute mode share)
Walking and biking volumes at key locations Annual
Community-Led
and Cooperative
Number of walking and biking promotion events held per
year at schools in the City Annual
Number (and percent) of schools with at least one
Transportation Safety Representative Annual
Number of open street events held Annual
Number of active pedestrian and/or bicycle advocacy group participants Annual
Source: Kittelson & Associates, Inc. 2025
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 38 Packet Pg. 889 of 1165

1. Introduction | 30
Table 2 outlines potential performance measures that could be introduced as the 2026 BPTP is implemented and as walking, biking, and rolling network grows, prompting the need to expand how the 2026 BPTP is tracked. Biannually (every 2 years), the City of Palo Alto can consult with the Palo Alto Pedestrian and Bicycle Advisory Committee (PABAC) to determine if the annual performance measures exhibit trends (compared to baseline conditions and year-over-year) that illustrate a clear path forward for allocating resources. If it is determined that additional direction is needed to invest in the network to achieve 2026 BPTP vision and goals, then performance measures such as the following could potentially be established. Developing these measures will require further research and a formalized methodology including identifying reliable data sources that could be tracked periodically.

Table 2: Potential Performance Measures

OBJECTIVE PERFORMANCE MEASURE REPORTING PERIOD
Safe and Inclusive
Number of top pedestrian and bicycle KSI collision or
high injury network locations improved or studied Annual Percentage of existing affordable housing projects
within 1,000 feet of completed and connected all ages
and abilities (AAA) cycling infrastructure (bikeways,
trails)
Annual
Connected and
Accessible
Miles of bikeway facilities (per each bikeway type and
total network) Annual
Share of transportation budget spent on walk/bike/roll
improvements Annual
Comfortable and
Enjoyable
Percentage of cycling infrastructure mileage that are
AAA routes or Level of Traffic Stress1 (LTS) 1/2 Annual Canopy coverage percentage of designated walking
and bicycling routes. Annual
Integrated and
Collaborative
Number of completed walking/bicycling projects that
improve cross-jurisdictional gateways Every 3 years
Percentage of transit stops and stations accessible on
AAA cycling routes. Every 3 years
Source: Kittelson & Associates, Inc. 2025
Notes: 1
Level of traffic stress (LTS) is an approach that quantifies the amount of discomfort that people feel when they bicycle close to traffic. It is further described in section 2.5.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 39 Packet Pg. 890 of 1165

1. Introduction | 31

1.5 Setting
Located between the open space preserves of the foothills and the tidal flats of San Francisco Bay, Palo Alto encompasses an area of approximately 26 square miles, nearly half of which is designated as parks, open space, and Baylands. With an established grid network of streets, vibrant business districts, a well-known park and trail system, and direct proximity to Stanford University, Palo Alto is an ideal place for walking and biking. Flat terrain, tree-lined streets, and a temperate climate also make Palo Alto a relatively easy place to bicycle. Palo Alto’s main transportation corridors are Interstate 280, Highway 101, Highway 84 (the Dumbarton Bridge), State Route 82 (El Camino Real), and Oregon Expressway/Page Mill Road. Within the City, commuter rail stations include the Palo Alto University Avenue stop (one of the most frequently used in the Caltrain system) and the California Avenue station. Bus service is primarily provided by the Santa Clara Valley Transportation Authority (VTA) and limited service is provided by SamTrans (San Mateo County Transit District), Dumbarton Express, and Stanford’s Marguerite Shuttle. Since 2012, the City of Palo Alto’s population has remained relatively consistent with around 66,000 residents, whereas the median household income has increased by 55 percent. Image 1 and Table 3 shows the key demographic indicators as obtained from 2023 U.S. Census ACS 1-Year estimates.

Image 1: Palo Alto Demographic Indicators
Source: U.S. Census Bureau, ACS 2023 1-Year Estimates.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 40 Packet Pg. 891 of 1165

1. Introduction | 32
Table 3: Palo Alto Demographic Indicators

DEMOGRAPHIC INDICATOR ESTIMATE
Total Population 65,881
Population Density 2,846 Population per square mile
Sex ratio (males per 100 females) 98.6
Average Household Size 2.35
High School Graduate or Higher 97.6%
Median Household Income $184,068
Per Capita Income $97,307
Unemployment Rate 3.5%
Mean Travel Time to Work 20.4 minutes
Source: U.S. Census Bureau, ACS 2023 1-Year Estimates.

1.5.1 KEY DESTINATIONS
There are several key destinations, community amenities, and resources within a walkable distance of half a mile and a bikeable distance of two miles of many Palo Alto residents. In this context, key destinations include both residential origins and non-residential destinations. Key destinations include medical and education centers, grocery stores, childcare centers, pharmacies, parks, libraries, and transit stops. Additionally, there are areas within the City where residential densities are higher than average; some of these areas are reflected in the Mixed Use and Other High Intensity Uses categories on Figure 1.

Figure 1 identifies key destinations, or existing activity generators, that will benefit from improved bicycle and pedestrian connections.

Figure 2 illustrates the 10-minute walk and bike sheds (area that is accessible within 10-minutes of walking or biking based on the existing street network without consideration of available existing facility) for major transit stops, which include Caltrain stations and bus stops served by rapid bus service. These walk and bike shed areas represent the majority of populated areas within the City. Bicycle and pedestrian infrastructure improvements on streets and sidewalks connecting to these stops are critical in providing safe and comfortable connections to transit.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 41 Packet Pg. 892 of 1165
33 _`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO
Byxbee Park
Mitchell
Park
Hoover
Park
Pearson-Arastradero
Preserve
Greer
Park
Eleanor
Pardee
Park
Ramos
Park
Robles
Park
Bol
Park
Alta Mesa
Memorial
Park
Rinconada
Park
Baylands
Nature
Preserve
Palo Alto
High
School
Gunn
High
School
JLS
Middle
School
Greene
Middle
School
Fletcher
Middle
School
Walter Hays
Elementary
Duveneck
Elementary
Ohlone
Elementary
El Carmelo
Elementary
Palo Verde
Elementary
Addison
Elementary
Hoover
Elementary
Greendell
School
Juana
Briones
Elementary
Barron
Park
Elementary
Lucille M.

Nixon
Elementary
School
Escondido
Elementary
School
Palo Alto
Caltrain
California Ave
Caltrain
San Antonio
Caltrain
Menlo Park
Caltrain Palo Alto
Airport
Matadero Creek
Barron Creek
Adobe Creek
Stanford
Medical
Center
Lucile Packard
Children's
Hospital
VA Palo Alto
Medical Care
System
Stanford
Shopping Center
Downtown
Shopping Area
Town &
Country
Village
California Avenue
Shopping Area
Midtown
Shopping Center
Downtown
Library
Children's
Library
Rinconada
Library
Lucie Stern
Community
Center
Mitchell Park
Community
Center
Cubberley
Community
Center
Jewish
Community
Center
College
Terrace
Library
Palo Alto
Medical
Foundation
Santa Clara
County
Superior
Court
Palo Alto
Transit Center
Stanford
Research
Park
East
Bayshore
San Antonio Road/
Bayshore Corridor
Alma
Village
Edgewood
Plaza
Palo Alto
Art Center
Charleston
Shopping
Center
Public Safety
Building
Ventura
Community Center
& Bicycle Safety
Park
!!
TC
_`101
¦§¨280
∙þ82
EAST

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
City of Palo Alto
Commercial
Neighborhood Commercial
Mixed Use
Employment District or Other High-Intensity Uses
School
Parks and Open Space
Community Center
Library
Medical Center
Shopping Center/Area
Employment Center
!!
TC Transit Center
Rapid Bus Stop
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 1: Existing Activity Generators
Note: Icon is in a
general area, not the
exact location.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 42 Packet Pg. 893 of 1165
34 _`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
10-Minute Walk Area
10-Minute Bike Area
Rapid Bus Stop
Caltrain Station
City of Palo Alto
Park/Open Space
School/University
Commercial Center
Community Center
Library
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 2: Walk and Bike Sheds for Major Transit Stops
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 43 Packet Pg. 894 of 1165

1. Introduction | 35

1.6 Relationship to Other Documents
The 2012 BPTP, along with a variety of local, regional, state and federal plans, legislation, and policy directives, provides guidance for the development and safe operation of bicycle and pedestrian facilities. The following section highlights relevant themes and findings from existing plans and policies.

Across various plans, there is strong alignment on
promoting sustainability, climate action, and increasing the rate of people walking and biking. Common vision
and goals include:
• Increasing biking and walking trips for all purposes
• Constructing and maintaining safe and accessible
streets for walking and biking and people of all
ages and abilities
• Developing a network of bikeways, pathways,
and traffic-calmed streets that connect various
business districts, residentials areas, open spaces
and parks
• Improving the aesthetics of walkways and bike
paths to attract more walking and biking trips
• Reducing the overall vehicle miles traveled (VMT)
• Seeking to improve the quality of life, as well as
environmental quality, economic health, and social
equity
The 2030 City of Palo Alto Comprehensive Plan introduces programs and policies such as collecting bicycle counts and conducting surveys to understand bicycle use
(Program T1.16.1); encouraging participation in local
walking and biking events (Program T1.16.4); providing
facilities that encourage walking and biking (Policy
T-1.19); and prioritizing investments for enhanced
pedestrian access and bicycle use within Palo Alto
(Program T1.19.2).3
Furthermore, the policies align
with the Metropolitan Transportation Commission’s
(MTC) Regional Active Transportation Plan4
and City’s
Safe Routes to School (SRTS) Program.
3 City of Palo Alto. 2030 Comprehensive Plan. (2014) Accessed from https://www.paloalto.gov/Departments/PlanningDevelopment-Services/Housing-Policies-Projects/2030- Comprehensive-Plan
4 Metropolitan Transportation Commission. Regional Active Transportation Plan. (2023) Accessed from https://mtc.ca.gov/ planning/transportation/bicycle-pedestrian-micromobility/ regional-active-transportation-plan
The City’s Sustainability/Climate Action Plan (S/CAP)
sets an ambitious goal to reduce community-wide
GHG emissions 80% below 1990 levels by 2030, with
transportation identified as a major focus area. The
plan aims to cut transportation-related emissions
at least 65% below 1990 levels by accelerating EV
adoption, expanding public and private charging
infrastructure, electrifying municipal fleets, and
promoting e-bikes and other light electric vehicles.

It also targets a 12% reduction in total vehicle miles
traveled (VMT) by 2030 and seeks to increase active
transportation and transit mode share for local work
trips from 19% to 40% through bicycle and pedestrian
plan implementation, transit expansion, transportation
demand management (TDM), smart parking, and
supportive land use policies. Overall, the transportation strategy emphasizes feasibility, equity, electrification, and reducing single-occupancy vehicle travel while
aligning infrastructure and land use decisions with
long-term climate resilience.

The common themes from the review of documents
surrounding the needs and challenges include:
• Limited access to commercial areas
• Insufficient bike parking
• Safety concerns at crossings and high-traffic areas
• Environmental risks
• Funding uncertainty
• Bicycle theft, and
• Poor infrastructure maintenance
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 44 Packet Pg. 895 of 1165

1. Introduction | 36

1.6.1 RELATIONSHIP TO
CITY’S ONGOING EFFORTS
At the time of the 2026 BPTP development, the City
of Palo Alto was advancing several related planning
efforts, including:
• Safe Streets for All (SS4A) Safety Action Plan
• 2023-2031 Housing Element
• San Antonio Road Area Plan
• Downtown Housing Plan
• South Palo Alto Connectivity Project
• Quarry Road Transit Connection at El Camino Park
• Car-Free Streets: California Avenue and Ramona
Street
• El Camino Real Pavement, Rehabilitation, and
Bikeways
• Cubberley Community Center Project
The BPTP team engaged with staff and consultants
leading these initiatives to ensure coordination and
consistency across planning efforts. Recommendations
from projects that were further along in their
development, such as the SS4A Safety Action Plan and
the 2023–2031 Housing Element, were incorporated
into the BPTP as appropriate. The Safety Action
Plan prioritizes addressing risks for pedestrians on
major downtown streets, pedestrians on arterials at
night, youth bicyclists, broadside collisions between
bicyclists and vehicles, and bicycle crossings on highstress streets. The Housing Element highlights that improvements to walking and biking infrastructure can
reduce household transportation costs and enhance
residents’ quality of life. It also promotes strategies such as Pedestrian-Transit Oriented Development
(PTOD) and mixed-use land development to foster
more walkable and bikeable communities. Other
efforts, including the San Antonio Road Area Plan and
the South Palo Alto Connectivity Project, were still in progress at the time of 2026 BPTP development. The
2026 BPTP recognizes that the outcomes of these
ongoing projects will continue to inform and influence
the recommendations presented in this plan.

The following active transportation projects are
recommended as a part of the plans reviewed:
• Across barrier connections across the City (Adobe
Creek Highway 101 Overcrossing (completed),
Caltrain/Alma Barrier Crossing at Matadero
Creek (ongoing via the South Palo Alto Bike/Ped
Connectivity Project)
• Trails and Shared Use Pathway projects (including
Embarcadero Road / Rinconada Park Sidepath and
Adobe Creek Reach Trail (completed))
• Bicycle boulevard projects (including CastillejaPark-Wilkie Bicycle Boulevard and Bryant Street Bicycle Boulevard Update)
• Intersection spot improvements (including El
Camino Real Intersection Through-Markings
(completed) and Charleston Road at Middlefield
Road Bicycle Through-Lanes (completed)
• Infrastructure Programs (including Bicycle Parking
Corral / Rack Installation Program (on-going)
and Pedestrian Countdown Signals & Crossings
Program (on-going))
• System rehabilitation and Maintenance (including
Castilleja Street-Park Boulevard and Lytton Avenue
(completed))
• Design, Feasibility, and Planning (including
Middlefield Road “Complete Street” Plan Line
Study and Embarcadero Road Plan Line Study
(completed))
• Non-Infrastructure - Education Encouragement
(including Citywide Traffic Counts and Data
Collection and Bike Palo Alto! / Palo Alto Sunday
Streets (on-going))
• Freeway interchange improvements (I-280/Page
Mill Interim Improvements (completed))
• Planned Bicycle Bridge/Undercrossing (Stanford
Avenue /Seale Avenue, San Francisquito Creek Trail
(Bay Trail Crossing Complete), Adobe Creek Bridge
(complete))
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 45 Packet Pg. 896 of 1165

1. Introduction | 37

1.7 Public Outreach Summary
The development of the 2026 BPTP was guided by an extensive, four-phase community engagement process: 1) Visioning; 2) Needs & Concerns; 3) Recommended Projects and Programs; and 4) Plan Adoption. The community engagement effort included a combination of digital outreach and in-person events. The City promoted events on the City’s website, social media channels, “Transportation Connect” mailing list, tabling and community events, Uplift local newsletter, and at the Committee and Working Group meetings.

Image 2: Four Phases of Engagement
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 46 Packet Pg. 897 of 1165

1. Introduction | 38
Key Themes from Phase 1:
• Safety is the top priority, particularly for
students traveling to and from school.
• Strong demand for separated bikeways or
wider bike lanes and safer street crossings.
• Need for a seamless network that crosses
major barriers (e.g., highways, rail).
• Direct connections to schools, transit hubs,
and key community destinations.
• Integration of e-bikes and other
micromobility options.
• Emphasis on high-quality design, including
comfort, aesthetics, wayfinding, and
shade.
• Education, outreach, and ongoing
community input are essential.

PHASE 1:

VISIONING
The initial phase focused on establishing a shared vision through a variety of public engagement activities. A
variety of methods were used to engage the public,
including an interactive map, public survey (developed
and distributed in partnership with the Safe Streets for All Action Plan team), a series of seven committee and
working group meetings, an in-person pop-up event
at Bike Palo Alto, and a virtual community visioning
workshop.

The interactive map received nearly 1,000 unique
comments, with 54 percent citing safety concerns
and 29 percent requesting new infrastructure. Many
comments emphasized the need to close connectivity
gaps in the bicycle network, improve safety, expand bike lanes for greater comfort, and provide infrastructure
near schools.

Key themes emerging from engagement with
committee and staff working groups surfaced several
key themes:
1) safety, especially for students;
2) demand for high-quality walking and biking
infrastructure;
3) the need for across-barrier connections over
obstacles like U.S. 101 and Caltrain;
4) interest in transformative technologies (e.g.,
e-bikes, sensors); and
5) alignment of transportation planning with future
growth areas such as San Antonio Road.

At the Bike Palo Alto event, residents echoed the
importance of separated bikeway and identified El
Camino Real as a major barrier. The visioning workshop
led to the development of a vision statement and the
objectives presented in Chapter 2.

Image 3: Virtual Visioning Workshop held on January
31, 2024
Image 4: Bike Palo Alto Event held on October 1, 2023
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 47 Packet Pg. 898 of 1165

1. Introduction | 39
PHASE 2:

NEEDS & CONCERNS
The second phase of engagement included a series of
committee and working group meetings and a weeklong series of events and workshops that included a bicycle network development workshop, a community
walking tour, and a community cycle tour.

The Bikeway Network Development workshop guided
participants to identify key destinations, connect
destinations through a schematic “Star” network, and
apply the schematic network to the street grid. The
resulting networks highlighted the need for crossing
across railway tracks and opportunities to improve
facilities on major roads such as Middlefield Road, El
Camino Real, and Embarcadero Road.

The community walking tour, hosted in partnership
with Avenidas (a senior activity center), explored
University Avenue and the Palo Alto Caltrain Station
area. Feedback from the tour contributed to the
development of the Pedestrian Design Guidelines.

The community bike tour, organized with the Silicon
Valley Bicycle Coalition, involved 24 community
members and covered a range of existing bicycle
facility types over a seven-mile bike ride. Participants emphasized the need for a continuous low-stress
network, stronger connectivity, and infrastructure that supports riders of all ages and abilities.

Image 5: Bicycle Network Development Workshop
Image 6: Community Walking Tour
Key Themes from Phase 2:
• Strengthen the existing network by addressing critical gaps. • Prioritize improvements along key corridors, including San Antonio Road, Alma Street, Embarcadero Road, Middlefield Road, and El Camino Real.
• Enhance sidewalk continuity, wayfinding, and placemaking in pedestrian-oriented areas such as University Avenue and California Avenue.
• Enhance the design of transitions between different bicycle facility types to ensure a continuous and intuitive riding experience.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 48 Packet Pg. 899 of 1165

1. Introduction | 40
PHASE 3:

RECOMMENDED PROJECTS AND PROGRAMS
This phase sought feedback on draft project and program concepts through focus group meetings (3), committee meetings (3), commission meetings (2), a public workshop, tabling and public events, online interactive map feedback and electronic feedback submissions.

Discussions with focus groups, commission and committee members highlighted concerns about the cost and return on investment on bikeways on “Big Streets.” There appeared to be consensus on the need for micromobility supporting infrastructure, pedestrian-oriented streets, implementation of bike boulevards, Quick-Build projects, wayfinding, and, most importantly, safety enhancements.

The City held a joint workshop for the 2026 BPTP and South Palo Alto Bike/Ped Connectivity5 project at the Mitchell
Park Community Center. Key takeaways included strong support for expanding the pedestrian toolbox with features such as pedestrian beacons, pedestrian-only zones, raised crossings, wider sidewalks, permanent wayfinding, and improved bike parking. Feedback on separated bikeways was mixed.

In addition to in-person events, the BPTP team prepared an online interactive map and feedback form. The map tool collected over 400 public comments, with 40 percent expressing support for improvements along corridors like Homer Avenue, Channing Avenue, Quarry Road, Charleston Road, and Oregon Expressway. Some (13%) raised concerns about specific treatments, while 24 percent opposed certain proposals, particularly where they could impact vehicle traffic—such as on San Antonio Road, Middlefield Road, and Embarcadero Road. Several commenters suggested leveraging creek corridors for non-motorized transportation. The feedback form received over 100 responses, which largely supported making Palo Alto more bike- and pedestrian-friendly but also raised concerns about the safety and practicality of certain recommend projects, particularly those involving busy arterial roads and parking removal.
5 City of Palo Alto. South Palo Alto Bike/Ped Connectivity Accessed from www.paloalto.gov/bikepedcrossings Key Themes from Phase 3:
• Mixed reactions to “Big Streets” projects while they provide direct connections, many questioned their overall return on investment.
• Strong call for a clearer prioritization framework that accounts for real-world constraints. • Desire for more pedestrian-focused recommendations.
• Emphasis on improving overall network connectivity and cohesion. • Support for non-infrastructure strategies such as education, policy tools, funding mechanisms, and planning for emerging mobility modes.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 49 Packet Pg. 900 of 1165

1. Introduction | 41
PHASE 4:

PLAN ADOPTION
Staff presented the draft 2026 BPTP to PABAC, PTC, and the City Council for review and adoption as a part of the final phase of engagement. Feedback focused on refining the project list and clarifying project descriptions.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 50 Packet Pg. 901 of 1165

2. Existing Facilities and Conditions | 42

2. EXISTING FACILITIES

AND CONDITIONS
42 Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 51 Packet Pg. 902 of 1165

2. Existing Facilities and Conditions | 43

2.1 Existing Pedestrian Facilities
Facilities1 that support people walking include sidewalks, shared-use paths, and trails, as well as crossing facilities such as curb ramps, high intensity activated crosswalk beacons, and marked and unmarked crosswalks. Amenities such as street furniture, pedestrian-scale lighting, pedestrian-oriented wayfinding, shade, benches, water fountains, and landscaping also serve to support and create an environment that is convenient and inviting for people walking. 1 A facility is a physical element of the transportation system that is designed to support safe, comfortable, and accessible travel by walking, biking, rolling, or using mobility devices.

This chapter provides an overview of walking and biking in Palo Alto and presents relevant demographic data, existing walking and biking infrastructure, the High Injury Bicycle and Pedestrian Network, and the results of the bicycle level of traffic stress analysis. This inventory and analysis of existing conditions sets the stage for identifying pedestrian and bicycle needs and informs the prioritization process and network recommendations.

A pedestrian is someone traveling on foot along sidewalks, crosswalks, or pathways. This also includes individuals using assistive devices such as canes, walkers, or wheelchairs. A bicyclist is a person riding a bicycle, which may include pedal-powered bicycles, electric bicycles (e-bikes) with pedal-assist or throttle features, and adaptive bicycles such as hand-cycles or tricycles. Shared micromobility refers to the use of small, low-speed vehicles like bicycles and scooters that are available for public rental on a short-term basis.

Pedestrian crossing at El Camino Real.

Source: City of Palo Alto
Midblock crossing at City Hall
Source: City of Palo Alto
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 52 Packet Pg. 903 of 1165

2. Existing Facilities and Conditions | 44
Crossing at Quarry Road.

Source: City of Palo Alto
Pedestrians crossing El Camino Real.

Source: City of Palo Alto
Sidewalks are generally provided throughout Palo Alto on its arterial and residential streets, providing walking connectivity to destinations such as schools, parks, retail, and transit. However, there are some gaps in the sidewalk network, including around key walking destinations such as rail and bus rapid transit stops. For example, the presence of sidewalk gaps along Palo Alto Avenue and Alma Street (near Palo Alto Transit Station) and along San Antonio Road (near San Antonio Transit Station) affect the directness and convenience of walking to and from high quality transit service. In addition, some neighborhoods may lack complete sidewalk networks on their residential streets, such as those within proximity of San Antonio Transit Station as well as Barron Park.

Marked crosswalks are provided at signalized and unsignalized intersections in the City. However, there are locations where consistent marked crosswalks are lacking. For example, at-grade arterials and expressways which bisect the City can have marked crosswalks that are limited and distant from one another. In addition, some signalized intersections do not provide marked crosswalks at all four legs, requiring pedestrians to undertake a three-stage crossing; for example, this condition occurs in proximity of Palo Alto Transit Station. Some signalized intersections also lack pedestrian crossing signals especially in key commercial areas like Downtown Palo Alto.

The unsignalized intersections of side streets at arterial streets often lack marked crosswalks in any direction; for example, this condition is present near California Avenue Transit Station along streets such as Page Mill Road, California Avenue, and El Camino Real.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 53 Packet Pg. 904 of 1165

2. Existing Facilities and Conditions | 45

2.2 Existing Bicycle Facilities
Facilities that support people bicycling include bike lanes, bike boulevards, separated bikeways, shared-use paths, and trails, as well as crossing facilities such as protected intersections and conflict zone markings. Amenities such as bicycle parking, bicycle-oriented wayfinding, and bicycle signals also serve to support and create an environment that is convenient and inviting for people bicycling.

The City of Palo Alto has been a pioneer in developing bicycle facilities, having implemented the first Bicycle Boulevard in the United States on Bryant Street in the 1970s. The corridor is named in honor of Ellen Fletcher, a longtime councilwoman and former Palo Alto Vice-Mayor who helped transform the City into a nationally recognized bike-friendly community through her persistent advocacy.

The California Department of Transportation (Caltrans) defines four classes of bicycle facilities: Class I, II, III, and IV, as illustrated in Image 7. In addition to these statewide classifications, the City of Palo Alto uses further subclassifications: Class IIa – standard bike lanes, Class IIb – buffered bike lanes, Class IIIa – bike routes, and Class IIIb – bike boulevards.

Image 7: Types of Bicycle Facilities
Source: Caltrans, Toward an Active California, State Bicycle and Pedestrian Plan, 2017.

Note: A pedestrian or bicycle facility is any infrastructure designed to support, enhance, and encourage bicycle use by improving the safety and convenience for pedestrians or bicyclists. A “facility” is a physical element of the transportation system that is designed to support safe, comfortable, and accessible travel by walking, biking, rolling, or using mobility devices.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 54 Packet Pg. 905 of 1165

2. Existing Facilities and Conditions | 46
The 2026 BPTP proposes the six bicycle facility types illustrated and described in Image 8 and Image 9.

Image 8: Updated Bicycle Facility Types
Image 9: Bicycle Facility Types

TYPE OF FACILITY DESCRIPTION
Class I Shared Use Path A shared use path is a physically separated path from vehicles that can be used by both pedestrians and bicyclists. They should be implemented adjacent to high volume collectors and arterial roads where speeds and volumes are high. They can also be implemented through parks and recreational areas. The City of Palo Alto has an extensive existing shared use pathway network that is used for both recreational and non-recreational use as they are low-stress routes that are attractive, comfortable, and for people of all ages and abilities.

Considerations: Shared use paths must be designed with care at intersection crossings, to promote visibility and proper yielding behavior. At high user volumes, increased width or user-separated zones should be considered.

Challenges: Limited right-of-way and gaps in the trail network that hinder connections to key destinations. Environmental considerations, such as potential impacts to habitat areas or heritage trees, also pose constraints. In addition, trail maintenance can be difficult when responsibilities are shared across multiple agencies.

Class IIa Bicycle Lanes
A bicycle lane is a dedicated lane for bicycles that is visually separated from the motor vehicle lane through pavement markings. As they are only visually separated, bike lanes should only be implemented on low-to-moderate collector roads where the speeds are less than or equal to 30 mph. Repurposing the public space for dedicated bicycle facility. Bike lanes should be at a minimum of 5 feet but preferably 6 feet when space allows.

Considerations: Existing bike lanes that are 4 feet should be updated when possible.

Challenges: Limited right-of-way, safe crossings at intersections and driveways, vehicle parking considerations, and conflicts with rightturning vehicles.

2.2.1 BICYCLE FACILITIES
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 55 Packet Pg. 906 of 1165

2. Existing Facilities and Conditions | 47

TYPE OF FACILITY DESCRIPTION
Class IIb Buffered Bicycle Lanes
A buffered bicycle lane is similar to a painted bicycle lane, but it has an extra painted buffer to create more space between bicyclists and motorists. A buffered bike lane should be implemented on collector roads with low to moderate volumes, around 4,000-6,000 vehicles per day (vpd).

Considerations: Parking lane or travel lane reconfiguration may be necessary to create space for buffered bike lanes.

Challenges: Limited right-of-way, safe crossings at intersections and driveways, vehicle parking considerations, and conflicts with rightturning vehicles.

Class IIIa Advisory Bike Lanes
An Advisory Bike Lanes or Edge Lane Road is a treatment where people riding bicycles and motor vehicles share the road space.

These should only be used on local streets or on collectors with low volumes and speeds. With low traffic volumes drivers can negotiate the reduced space, then the travel area can then be reduced to 1 lane for two-way travel, and advisory bike lanes can be painted on either side.

Considerations: Advisory bike lanes are an experimental and emerging facility type. Outreach and education should be conducted before any installation to promote user awareness and project success.

Challenges: They are suitable only for roadways with low traffic volumes and low vehicle speeds, and vehicle parking considerations.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 56 Packet Pg. 907 of 1165

2. Existing Facilities and Conditions | 48

TYPE OF FACILITY DESCRIPTION
Class IIIb Bicycle Boulevards A bicycle boulevard is a low-stress shared roadway, where bicycles are prioritized and share the roadway with motor vehicle traffic.

A bicycle boulevard should be implemented on a local street or a collector where speeds are low, and volumes are typically less than or equal to 2,000 vpd. A bicycle boulevard is recognizable based on the wayfinding, traffic calming treatments such as detached sidewalks and curb extensions. Gateway treatments should be implemented along major roadway entrances to indicate to drivers that they are entering a bicycle boulevard and to slow their speeds. Stop signs should be oriented to favor bicycle travel. Traffic filters should also be installed along the route to manage traffic access and keep motor vehicle volumes low. Design exceptions should be considered for situations such as SRTS Suggested Walk & Roll Route Maps.

Considerations: For bicycle boulevards to provide a low-stress experience, traffic volumes and speeds must be intentionally managed and monitored over time.

Challenges: They are suitable for roadways with low traffic volumes.

Additionally, designing safe and efficient crossings at major streets presents a significant challenge.

Note: Sharrows and other ground-stencils may be appropriate for bicycle boulevards as a way to identify them, and for wayfinding purposes.

Class IV Separated Bikeway
A separated bikeway, also referred to as a Protected Bike Lane, is a dedicated facility for bicycles that is physically separated from motor vehicle traffic. Separated bikeways should be implemented above 6,000 vpd, or when motor vehicles are travelling above 30 mph, and it is unsafe for them to mix and share the same space.

Separated Bikeway travel area width should be 5 feet to 7 feet with an additional 2- to 3-foot or larger buffer depending on the available road space.

Considerations: Care should be taken at intersections to improve the visibility and slow the speed of turning drivers. Maintenance of separated bikeway spaces is important to maintain their usability.

Challenges: Limited right-of-way, safe crossings at intersections and driveways, vehicle parking considerations, and conflicts with rightturning vehicles.

Source: Mobycon, 2025
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 57 Packet Pg. 908 of 1165

2. Existing Facilities and Conditions | 49

2.2.2 BICYCLE SUPPORT FACILITIES
In December 2024, the BPTP team conducted a comprehensive inventory of bicycle parking facilities along University Avenue, Hamilton Avenue, and Lytton Avenue between Middlefield Road and the Palo Alto Downtown Caltrain Station. Figure 4 shows the distribution of bicycle parking locations within this area. The team identified a total of 142 locations, providing capacity for up to 679 bicycles in a variety of rack types, including inverted U – circular, inverted U - rectangle, series inverted U, elevated racks, wave racks, and lockers.

High utilization was observed at many locations, particularly near University Avenue and the Caltrain Station. Most bike parking is conveniently located on or near sidewalks. However, some individuals were observed securing bicycles to sign poles or trees, likely for convenience, limited availability, or because the type of bike parking provided is difficult to use.

Table 4: Existing Bicycle Network in 2012 vs 2025
FACILITY TYPE 2012 2025
Class I Multi-Use Path 13.9 11.7
Class II Bike Lane 33.2 34.6
Class II Buffered Bike Lane 3.3
Class III Shared Lane 8.0 12.6
Class III Bicycle Boulevard 4.2 7.1
Class IV Separated Bikeway* 4.3
TOTAL 59.3 73.5
Source: 2012 BPTP
Note: *Separated bikeways are also referred to as protected bike lanes. 2025 values include Caltrans’ Class IV separated bikeway on El Camino Real.
2012 lane mile data is sourced from the 2012 BPTP; 2025 lane mileage is calculated using the 2025 roadway centerline file. The Class I length has not decreased between 2012 and 2025—differences are due only to the calculation method.

Figure 3 illustrates the existing bikeway network in Palo Alto and surrounding jurisdictions. In 2012, the City had

59.3 miles of bikeways. Since then, approximately 14 miles have been added, bringing the total to 73.5 miles as of 2025. Notably, there were no Class II buffered or Class IV separated bikeway in 2012; today, the City has 3.3 miles of buffered bike lanes and 4.3 miles of separated bikeways. Table 4 includes comparison between 2012 bicycle network mileage with existing network in 2025.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 58 Packet Pg. 909 of 1165
50 !f
!f
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!f
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!s
!s
!s
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¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave
Seale Ave
Moreno Ave
Park Blvd
Arastradero Rd
EAST

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Class I - Shared Use Path
Class IIa - Bike Lane
Class IIb - Buffered Bike Lane
Class IIIa - Bike Route
Class IIIb - Bike Boulevard
Class IV - Separated Bikeway
Trail
!f Ped/Bike Bridge
!s Ped/Bike Underpass
City of Palo Alto
Park/Open Space
School/University
Commercial Center
Railroad
Caltrain Station
Library
Community Center
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 3: Existing Bicycle Facilities Map
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 59 Packet Pg. 910 of 1165
51 ∙þ82
Middlefield Rd
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Homer Ave
Forest Ave
Everett Ave
Cowper St
Waverley St
Bryant St
Emerson St
Alma St
Webster St
Palo Alto
Caltrain
_`101
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Elevated
Inverted U
Wave
Locker
Other
Study Area
City of Palo Alto
Park/Open Space
Commercial Center
Library
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson
0 500 1,000
Feet
As of 9/1/2025
Figure 4: Existing Bicycle Parking Location
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 60 Packet Pg. 911 of 1165

2. Existing Facilities and Conditions | 52
Bicycle Parking
Easy access to secure parking makes bicycling a more attractive option. People are more likely to ride if they know they’ll find a safe place to lock up their bike near their destination. Lack of parking often leads to uncertainty or inconvenience, discouraging trips by bike. Bicycle parking is generally categorized into short-term and long-term installations. These two kinds of parking serve different needs, and the starting point for most bike parking projects is recognizing whether the installation should serve short-term users, long-term users, or both. If users typically park for two hours or longer, they are likely to value security and shelter above the convenience and ease that should characterize short-term parking.1 Image 10 shows common short-term bicycle parking options that are currently available in the City.
1 Association of Pedestrian and Bicycle Professionals. Essentials of Bike Parking. 2015 Image 10: Bicycle Parking Types - Short-Term
Source: Kittelson, 2025
Inverted U - Circular
Elevated
Inverted U - Rectangle
Wave Locker
Series Inverted U
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 61 Packet Pg. 912 of 1165

2. Existing Facilities and Conditions | 53
Short-term parking shall be visible from and close to
the entrance it serves—50’ or less is a good benchmark.

When installing sidewalk racks, maintain the pedestrian through zone. Racks should be placed in line with
existing sidewalk obstructions to maintain a clear
line of travel for all sidewalk users. Image 11 shows
guidance on placement and spacing requirements
for bicycle racks. Additionally, the City could explore opportunities to install high security smart racks such as integrated electronic locking swingarms.1
Long-term parking is designed to meet the needs of
employees, residents, public transit users, and others
with a need to park for several hours and leave their
bicycles unmonitored. Appropriate locations for longterm parking vary with context. Long-term parking facilities should anticipate the presence of a variety
of bicycles and accessories, including—depending on
context—recumbents, trailers, children’s bikes, longtails, and others. To accommodate trailers and long bikes, a portion of the racks should be on the ground
and should have an additional 36” of in-line clearance.

The 2026 BPTP’s recommended policies and programs
for bicycle parking are described in Section 3.4, Policies and Programs.
1 BART. High Security Bike Racks. Accessed from https://www. bart.gov/guide/bikes/parking
Image 11: Placement and Spacing Requirements
Source: APBP Essentials of Bike Parking. 2015
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 62 Packet Pg. 913 of 1165

2. Existing Facilities and Conditions | 54
Wayfinding Signs
Wayfinding involves the use of signs, maps, and other visual cues to help people navigate through an area. Effective wayfinding systems improve accessibility and user experience. Image 12 illustrates the comprehensive bicycle wayfinding sign system family, incorporating both fundamental and enhanced wayfinding components. Image 13 shows the existing signs in Palo Alto that assist bicyclists in wayfinding.

The 2026 BPTP includes a program to develop a non-motorized wayfinding plan connecting bicycle and pedestrian facilities with key local and regional destinations such as schools, trails, parks, and rail stations. Additionally, the wayfinding facilities will be implemented as part of the bicycle and pedestrian projects.

The 2026 BPTP’s recommended policies and programs for wayfinding are described in Section 3.4, Policies and Programs.

Image 12: Types of Wayfinding Signs
Source: Alta Planning + Design, 2025
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 63 Packet Pg. 914 of 1165

2. Existing Facilities and Conditions | 55
Image 13: Existing Signs in Palo Alto
Source: City of Palo Alto, Kittelson and Mobycon, 2025
Bicycle Boulevard Sample
Signage
Temporary Wayfinding Signs
Sign regulating direction
Bicycle Boulevard Sign at Bryant
Street and Forest Avenue
Sign at Caltrain Station
Sign regulating parking and bike
lanes
Downtown Pedestrian
Wayfinding Signs
Bicycle Wayfinding Signage
Wayfinding Sign assisting with
confirmation and navigation
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 64 Packet Pg. 915 of 1165

2. Existing Facilities and Conditions | 56

2.3 Safe Routes to School Program
The Safe Routes to School (SRTS) Program represents a local community partnership between the City of Palo Alto, Palo Alto Unified School District (PAUSD), and Palo Alto Council of (PTA.) The partnership mission is to reduce risk to students en route to and from school and encourage families to choose healthy, active, sustainable alternatives to driving solo more often.

Educating Student Bicyclists and Pedestrians
Palo Alto’s history as a bicycle-friendly town is about more than its flat terrain and many bicycle facilities, it’s about shared community values.

In 2025, SRTS partners recognized the thirty-year anniversary of the Palo Alto School District (PAUSD), Parent Teacher Association (PTA), and City of Palo Alto-supported Safe Routes to School (SRTS) education program. Educational efforts, in tandem with engineering and encouragement programming, are foundational to helping families enjoy safe, active, healthy, sustainable school commutes in Palo Alto. Beyond Education, Encouragement and Engineering, Engagement, Evaluation, and Equity considerations guide partnership outcomes and considerations.

Key 30-year achievements include:

1. National Recognition - Compared with national walk/bike school commute percentages of 11 percent, more than 53 percent of Palo Alto students walk and bike to school. Since 2016, students have completed approximately 17 million walk/bike school commutes, reducing risk for families who walk and bike and improving access for families who must drive.

2. Lifelong Safety Skills - More than 23,000 students in the Palo Alto Unified School District have received 560 minutes, (nine hours) of in-school transportation safety education between grades K-6 compared with 45 minutes of third grade education in 1991. Palo Alto’s Bicycle Life Skills program, including Bicycle Rodeo events, have helped thousands of families gain confidence and learn important road-sharing safety skills.

Palo Alto is one of the few communities to offer such robust safety education programming. In 2025, the City constructed the Bay Area’s first bicycle safety education traffic garden at Ventura Community Center to enhance offsite programming to even more students throughout Palo Alto and the surrounding community.

3. Car Trip Reductions - A 76-mile network of dedicated school commute bicycle lanes, boulevards and shared-use pathways, bicycle rack and facilities upgrades at all PAUSD campuses and the subsequent 2016 development of twenty Walk and Roll Suggested School Route to help families navigate this network has helped prevent the carbon emissions equivalent of more than 3,500 gasoline-powered cars annually, eliminating roughly 3,824,000 car trips from local roadways between 1994 and 2025.

4. Parent Involvement - During the past three decades, more than 450 parent volunteers have stepped up to serve as PTA-appointed Transportation Safety Representatives at each PAUSD school. Parents are essential to validating SRTS Partner projects and programming and setting community expectations. PTA Transportation Safety Events include the biannual Walk and Roll to School days and in-school, 3rd Grade Bicycle Life Skills lessons rodeos.

Safe Routes to School Policies
In the face of changing transportation habits, SRTS policies ensure families have a voice in shaping Palo Alto’s local transportation landscape. SRTS is directly referenced in four City Comprehensive Plan 2030 Programs and Policies. In 2021, the PAUSD Board of Education-approved a dedicated SRTS policy. SRTS is also cited in the 2022 Sustainability and Climate Action Plan (S/CAP). In 2025, unanimous support from the PAUSD Board of Education, City Council and Palo Alto Parent Council of PTAs (PTAC) led to the renewal of an updated SRTS Partnership Agreement, rededicating Palo Alto to the SRTS Partnership’s mission, goals and objectives. The 2026 BPTP builds off these efforts by prioritizing bicycle and pedestrian connectivity to schools, and by recognizing the foundational nature of this work within the Office of Transportation.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 65 Packet Pg. 916 of 1165

2. Existing Facilities and Conditions | 57
Moving Toward the Future of Safe Routes to School
Between 2017 and 2022, a City School Transportation Safety Committee-approved Palo Alto a Five-Year Action Plan. Core objectives are paraphrased below:

1. Adopt and institutionalize key SRTS practices and policies

2. Provide SRTS education programs, materials and communications

3. Expand and enhance events and encouragement programs and materials

4. Gather data to assess and improve SRTS program outcomes

5. Engineer routes to school to develop a more safe and efficient network for families

6. Increase awareness & engagement between City Departments and the community

7. Commit to an equitable distribution of SRTS resources Five-Year Plan yearly strategic objectives yielded a mean completion rate of 72 percent, while Five-Year Work Plan ongoing objectives yielded a 100 percent completion rate. Several emergent trends, including a post-pandemic contraction of parent involvement, transit service reductions, restricted school access and the adoption of new transportation modes suggest that a second SRTS Five-Year Action Planning process may help support 2026 BPTP implementation, in addition to helping reverse net losses in post-pandemic active school commute mode share at the secondary level.

For three decades, the SRTS Partnership has shaped Palo Alto’s identity as a leader in student bicycling and walking.

Its achievements, millions of active commutes, improved infrastructure, and parent engagement, demonstrate the power of collaboration. While pandemic-related disruptions and emerging mobility trends present new challenges, the Partnership’s history of resilience and innovation provides a strong foundation for Palo Alto to continue supporting safe, healthy, and sustainable school commutes for the next generation.

THE PALO ALTO BICYCLE SAFETY PARK
In 2025, the City installed a Traffic Garden at the Ventura Community Center. The course, roughly the size of two basketball courts, is designed to serve as a hands-on classroom for young cyclists to learn road safety and cycling skills.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 66 Packet Pg. 917 of 1165

2. Existing Facilities and Conditions | 58

2.4 Walking and Biking Activity
Existing walking and biking activity data was analyzed, including travel characteristics such as the purpose of the trip, trip duration, time of day, origin and destination, and traveler demographics. This information is used to identify improvements that would lead to the highest return on investment.

The 2026 BPTP utilizes surveys, counts, and location-based data from Replica to understand the existing walking and biking activity. The Spring 2023 data from Replica was included as part of this analysis for bicycle and pedestrian trips originating within two miles of city limits.

Replica (Big-Data provider) uses a comprehensive modeling technique that simulates the movements of residents, visitors, and commercial vehicles based on a synthetic population. This synthetic population is statistically representative of our community and constructed from a blend of mobile location data, consumer/resident data, built environment data, economic activity data, and, when available, bike and pedestrian counts. 2
Replica uses cell phone telemetry data to determine the relative popularity of points of interest. However, it’s important to note that this data isn’t utilized to determine the mode of transportation for a trip. This is because the GPS-derived speed of a device lacks the precision necessary to differentiate between modes such as bus trips and biking trips. Instead, the determination of a trip’s mode is based on factors such as the proximity between the origin and destination, the availability of roadways suitable for bicycles and pedestrians, as well as household and commute characteristics. These variables collectively influence the mode choice.

Replica’s methodology allows us to explore mobility patterns with a granularity previously unattainable, offering detailed insights into how, when, and why different population segments navigate our City. Such detailed modeling can uncover latent needs and opportunities for infrastructure improvements that might not be evident from traditional data sources alone. As with other mobile device–based datasets, Replica data may not fully represent all population groups, with potential underrepresentation of seniors, children, lower-income households, and individuals less likely to carry smartphones or enable location tracking. This would result in undercounts in areas such as around schools. 2 For more information on Replica methodology, visit: https://documentation.replicahq.com/docs/seasonal-mobility-modelmethodology-summary-places Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 67 Packet Pg. 918 of 1165

2. Existing Facilities and Conditions | 59
Walking Activity
Based on Replica data, the highest percentage of walking trips were associated with shopping (31%), work (9%), and restaurant (9%) related trips. With only 7% of the population, Hispanic and Latino travelers represent 20% of the total walking trips. With about 15% of the population, people aged 18-34 made almost 37% of the total walk trips. The peak time for pedestrian trips occurs between 3 and 5 p.m. Most walking trips (60%) are under 10 minutes with a mean of 11 minutes and median of 7 minutes. Most walking trips (56%) are under 0.5-mile, and 96% of trips are under two miles. Major destinations include Stanford University with other walking hubs in downtown, Barron Park, and Adobe Meadow/Meadow Park.

Biking Activity
Based on Replica data, the highest percentage of biking trips was associated with schools and colleges (17%), followed by shopping (11%) and work (8%) trips. With only 7% of the population, Hispanics and Latinos represent 20% of the total bike trips. With about 15% of the population, people aged 18-34 made almost 45% of the total bike trips. The highest percentage of trips in the morning occurs at 7 a.m., constituting around 11% of the overall bike trips. Over 59% of trips take place between 12 noon and 9 p.m., with the peak time observed at 3 p.m., representing 13% of the total bike trips. The average bike trip is 14.2 minutes, and the median travel time is 10 minutes. The average bike trip length is 2.5 miles, and 56% of trips are less than two miles in length, 23% are between 2 and 4 miles, and 20% are over two miles.

Walking and Biking in Numbers
To assess existing walking and biking activity at key locations, 12-hour bicycle and pedestrian counts were conducted from 7 a.m. to 7 p.m. at 32 locations citywide on both a weekday and a weekend in May 2024. The highest pedestrian activity was recorded along University Avenue on both days, followed by Embarcadero Road and California Avenue. Pedestrian volumes were relatively consistent across the morning, midday, and evening peak periods, with slightly higher activity observed during the morning peak. Bicycle activity was highest along Bryant Street, particularly near Churchill Avenue. On weekdays, bicycle volumes peaked in the morning, while weekend activity was more evenly distributed throughout the day.

Note: A trip is a movement by a person between places. A trip begins when a person leaves a place and ends when a person stops to do a non-travel activity in a place. For example: If a person walks from home to a cafe, sits down to drink a coffee, and then walks to work, two trips have occurred.

A person can use multiple modes within a single trip. For example: If a person walks to the bus stop and then takes the bus to work, this is a single trip with two trip segments. When a trip involves multiple modes, the trip is assigned a primary mode by using the following ranking: 1) Public transit, 2) Driving (private auto)/Auto passenger/Taxi/TNC, 3) Biking, 4) Walking.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 68 Packet Pg. 919 of 1165

2. Existing Facilities and Conditions | 60

2.4.2 POTENTIAL AND FUTURE ACTIVITY
Approximately 49% of all vehicle trips are less than two miles (10-minute biking distance), presenting an opportunity for a potential transition to walking and biking. With a diverse land use mix and improved bicycle and pedestrian infrastructure, there is a possibility to encourage a mode shift towards active transportation. Furthermore, the City is exploring the option of shared micromobility options, and the rising popularity of e-bikes could further assist the City in achieving its climate action goals of reducing transportation-related Greenhouse Gas (GHG) emissions by 65% below 1990 levels.

Figure 5 shows the latent demand score for walking and biking. The latent demand score is a measure of the relative amount of walking or biking activity that would be expected on each roadway segment based on proximity to key destinations and the quality of the existing pedestrian or bicycle facility.

The highest demand for pedestrian and bicycle facilities is around the Downtown Caltrain Station and California Avenue Caltrain Station. This map was developed based on the key destinations and their relative usage. The other locations with the highest demand include areas near Mitchell Park and JLS Middle School stretching west of El Camino Real along Arastradero Road. Investing in bicycle infrastructure improvements along these roadways would be most beneficial in serving the major activity generators.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 69 Packet Pg. 920 of 1165
61 _`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
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Low Demand
High Demand
City of Palo Alto
Park/Open Space
School/University
Commercial Center
Community Center
Library
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 5: Demand for Walking and Biking Improvements
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 70 Packet Pg. 921 of 1165

2. Existing Facilities and Conditions | 62

2.5 Barriers to Walking and Biking
Barriers to safely and comfortably walking and biking in Palo Alto can take many forms, such as:
• Linear barriers, including freeways/highways, water bodies, and rail lines that lack comfortable crossings. • Gaps in pedestrian facilities, including sidewalks, curb ramps, crosswalk markings, and signals, or the street network itself (e.g., disconnected cul-de-sacs).

Major barriers in Palo Alto were analyzed to determine where people may need to take detours and increase the length of their walking and biking trips. This assessment is summarized below.

Linear barriers in Palo Alto consist of the following, as illustrated in Figure 6:
• Freeways and highways – Major roadway barriers such as the Bayshore Freeway (US 101), (which provides limited crossing opportunities at the bicycle and pedestrian bridges at Adobe Creek and Embarcadero), spaced-out ramp locations, as well as expressways such as the Oregon Expressway which do not provide marked crossing opportunities at several side-street intersections. • Water bodies – Channels such as Adobe Creek or Matadero Canal cannot be crossed by an easily accessible street or pedestrian bridge.
• Rail lines – Freight and passenger rail lines often provide few and distant crossing opportunities for all modes, significantly increasing the distance of walking trips.

Freeways/highways, water bodies, and rail lines were analyzed to answer the following questions:

How far does someone need to walk to cross a barrier at an available crossing location? Is there a lack of available crossings at a barrier that requires someone to travel a significant distance around that barrier? Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 71 Packet Pg. 922 of 1165
63 !f
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∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
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MOUNTAIN
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STANFORD

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F
Rail Barrier
Freeway/Highway
Barrier
Waterway Barrier
High Traffic
Roadway Barrier
!f Ped/Bike Bridge
!s Ped/Bike
Underpass
City of Palo Alto
Park/Open Space
School/University
Commercial
Center
Community Center
Library
Railroad
Caltrain Station
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 6: Linear Barriers
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 72 Packet Pg. 923 of 1165

2. Existing Facilities and Conditions | 64
Note that the linear barriers assessment specifically focuses on freeways/highways, water bodies, and rail lines, and does not assess major streets which can be stressful for walking and bicycling and serve as barriers. This assessment found that a number of linear barriers affect the convenience of walking and bicycling in Palo Alto:
• A lack of consistently available crossing opportunities across Highway 101 results in noticeable detours for walking trips. The most significant gap in crossing opportunities occurs between the two walking and bicycling bridges over the highway, limiting access to the Adobe Creek Loop Trail. • People walking and bicycling may need to divert and increase their trip lengths to pass around Adobe Creek, especially to the south. This highest level of diversions occur in the area between the Los Altos-Palo Alto Bike Path and the Foothill Expressway, where the creek runs between the Alta Mesa Memorial Park to the west and residences to the east.
• Crossing Matadero Canal may require detours that approximately double the walking or bicycling trip distance, which can be increased due to the presence of the rail line. • There are multiple areas along the rail line where substantial walking and bicycling diversions are required for crossing. These include the approximately 0.65-mile gap between the Churchill Avenue and California Avenue crossings and the approximately 1.3-mile gap between the California Avenue and Meadow Drive crossings in south Palo Alto.

Barriers to transit access consisting of gaps in pedestrian facilities and street network connectivity were assessed in the areas surrounding the City’s rail stations and high-frequency bus stops, as shown in Figure 7. Gaps in safe and convenient walking access to high-quality transit vary throughout the City:
• Near the Palo Alto Station, Palo Alto Transit Center, and El Camino Real/Embarcadero Road bus stops, barriers to transit access consist of channelized turn lanes, crossing locations with missing marked crosswalks, and sidewalk gaps, including longer segments where a sidewalk is only provided on one side of the street.
• Near the California Avenue Station and El Camino Real/California Avenue bus stops, barriers to transit access include missing crosswalks, sidewalks (south side of the California Avenue Caltrain Station parking lot), and a channelized turn-turn lane at the intersection of El Camino Real and Page Mill Road. • Near the San Antonio Station and El Camino Real/Charleston Road bus stops, barriers to transit access primarily consists of a lack of sidewalks in residential neighborhoods and along a portion of San Antonio Road.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 73 Packet Pg. 924 of 1165
65 ¯U®
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_`101
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∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

Nixon
Elementary
School
Escondido
Elementary
School
Palo Alto
Caltrain
California Ave
Caltrain
San Antonio
Caltrain
Menlo Park
Caltrain Palo Alto
Airport
Matadero Creek
Barron Creek
Adobe Creek
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∙þ82
EAST

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
Caltrain Station
¯U® Rapid Bus Stop
Rail Station Half-Mile Buffer
Rapid Bus Stop Quarter-Mile Buffer
Railroad
City of Palo Alto
Park/Open Space
School/University
Commercial Center
Community Center
Library
Data Sources: City of Palo Alto, MTC, VTA, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 7: Transit Barrier Study Areas
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 74 Packet Pg. 925 of 1165

2. Existing Facilities and Conditions | 66

2.6 Bicycle Level of Traffic Stress
Bicycle level of traffic stress (LTS) is a rating given to a road segment or crossing indicating the traffic stress it imposes on bicyclists. Levels of traffic stress range from 1 to 4 with LTS 1 indicating low stress facility and LTS 4 indicating a high stress facility, as shown in Image 14.

Image 14: Relationship between LTS and Comfort
The segment analysis considers roadway functional classification, vehicle volume, posted or prevailing vehicle speeds, number of vehicle lanes, the presence of on-street parking, and vehicle parking and bicycle lane widths.

Figure 8 shows the LTS results from segment analysis. Streets with the highest stress levels or least comfortable conditions for bicyclists are typically those with narrow bike lanes (less than 5.5 feet), higher speeds (over 35 mph), multiple travel lanes, and adjacent on-street parking. Based on these criteria, the most stressful segments were identified along Alma Street between Embarcadero Road and San Antonio Road, Oregon Expressway between the US 101 ramps and El Camino Real, San Antonio Road between Casey Avenue (Mountain View) and Alma Street, and Foothill Expressway between Page Mill Road and the southern city limit.

The crossing analysis considers the right-turn lane configuration and length, bike lane approach, vehicle turning speeds, and the presence of a median refuge. Among the 1,233 intersections, 139 are signalized and are assigned LTS 1 as traffic signals do not create a barrier and provide a protected way across. The remaining low stress intersections are typically located on residential streets characterized by low speeds and minimal vehicular activity.

Notably, the corridors with the highest stress levels, including El Camino Real, Alma Street, San Antonio Road, and Oregon Expressway, are associated with the majority of high stress intersections. Figure 9 shows the LTS results from the crossing analysis.

LTS 1
California Avenue in front
Greene Middle School
LTS 2
Hanover Street
near Page Mill Road
LTS 3
Meadow Drive
near Wilkie Way
LTS 4
San Antonio Road
near Leghorn Streets
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 75 Packet Pg. 926 of 1165
67 _`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
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F
LTS 1 (Most Comfortable)
LTS 2
LTS 3
LTS 4 (Least Comfortable)
City of Palo Alto
Park/Open Space
School/University
Commercial Center
Community Center
Library
Caltrain Stop
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
Note: Split lines are only used for roadways
with different conditions per direction (for
example: bike lane in only one direction or
parking only on one side), otherwise all roads
are shown with only a centerline.

As of 9/1/2025
Figure 8: Segment LTS Results
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 76 Packet Pg. 927 of 1165
68 _`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
LTS 1 (Most Comfortable)
LTS 2
LTS 3
LTS 4 (Least Comfortable)
City of Palo Alto
Park/Open Space
School/University
Commercial Center
Community Center
Library
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 9: Intersection LTS Results
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 77 Packet Pg. 928 of 1165

2. Existing Facilities and Conditions | 69

2.7 Collision Analysis
Analyzing pedestrian- and bicyclist-involved collisions helps understand the location, severity, circumstances, and timing of collisions affecting people walking and biking. The BPTP team analyzed recent collision data to help determine the streets and types of improvements that should be prioritized to make it safer for people walking and biking. This assessment is summarized in the following section.

Table 5 presents an overview of the five-year collision data. For the five years under review, a total of 104 pedestrian and 257 bicycle collisions were reported in the City of Palo Alto, with three collisions involving both pedestrians and bicyclists. Around 12%, or 12, of the pedestrian collisions resulted in a fatality (3 collisions) or severe injury (9 collisions). Around 5%, or 13, of the bicycle collisions resulted in a fatality (one collision) or severe injury (12 collisions). Figure 10 and Figure 11 shows these collisions organized by year and severity and Figure 12 and Figure 13 maps these by severity.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 78 Packet Pg. 929 of 1165

2. Existing Facilities and Conditions | 70
Key pedestrian and bicycle collisions trends include:
• Severity: Collisions involving people walking or
biking were more likely to result in an injury or
a fatality compared to motor vehicle collisions.

Approximately 12% of pedestrian collisions and
5% of bicycle collisions resulted in a fatality or
severe injury.
• Temporal Trends: The number of pedestrian and
bicycle collisions has been decreasing over the
most recent five-year period (2018-2022) likely
reflecting the impact of the COVID-19 pandemic
on traffic patterns.
• Bicycle Collision Types: The most commonly-cited
collision types for bicyclist-involved collisions were
broadside collisions (61%) followed by sideswipe
collisions (13%). For fatal and severe injury bicycle
collisions specifically, the most common collision
types were broadside collisions (54%), followed by
head-on and hit object collisions (15% each).
• Pedestrian Collision Factors: The most commonlycited primary collision factors (PCFs) for pedestrian-involved collisions were pedestrian
right of way (51%) followed by pedestrian
violation and improper turning (13% each).3
For fatal and severe injury pedestrian collisions
specifically, the most common PCFs were
pedestrian violation at (42%), improper turning
(25%), and pedestrian right of way at (17%).
• Bicycle Collision Factors: The most commonlycited PCFs for bicycle-involved collisions were improper turning (21%), automobile right of
way (19%), and riding on the wrong side of the
road (13%). For fatal and severe injury bicycle
collisions specifically, the most common PCFs
were improper turning and traffic signals and
signs (23% each).4
3 Pedestrian Right-of-Way Violation – Occurs when a driver fails to yield to a pedestrian who has the legal right-of-way, such as at a marked or unmarked crosswalk (CVC §21950).

Pedestrian Violation – Refers to instances where a pedestrian fails to follow traffic laws, such as crossing outside of a crosswalk (CVC §§21954, 21955).

Improper Turning – Describes a collision caused by a motorist making a left or right turn that violates traffic regulations, such as turning from the wrong lane or failing to yield appropriately (CVC §§22100–22101).
4 Traffic Signals and Signs - describes a party disobeying a traffic control device, such as a traffic signal or roadside sign (CVC §§38280-38302).

The BPTP team conducted an analysis of the collision
data and the City’s roadway network to identify a
set of bicycle and pedestrian high-injury streets,
together called a High-Injury Network (HIN).5
For the
2026 BPTP, the Bicycle HIN is defined as the top 10
roadway segments with the highest concentration of
bicycle collisions, weighted by severity. Similarly, the Pedestrian HIN is defined as the roadway segments
with the highest concentration of pedestrian collisions.

Note, the Palo Alto Safety Action Plan also identifies
an HIN which accounts for collisions involving all travel modes, including collisions involving motor vehicles
only. The bicycle and pedestrian HIN constitutes the
worst-performing street segments based on both the
frequency and the severity of collisions involving people walking and biking. The bicycle HIN and pedestrian HIN
are shown in Figure 14.

Bicycle HIN Includes
• Wilton Ave between Park Blvd and El Camino Real
• W Meadow Dr between Alma St and El Camino
Way
• Alma St between Meadow Dr and El Verano Ave
• Gailen Ave between Bibbits Dr and Grove Ave
• Quarry Rd between El Camino Real and Welch Rd
• Hamilton Ave between Alma St and Guinda St
• Melville Ave between Channing Ave and
Embarcadero Rd
• California Ave between Park Blvd and Hanover St
• Charleston Rd between Alma St and San Antonio
Rd
• E Meadow Dr between Fabian Way and Alma St
Pedestrian HIN Includes
• High St between Lytton Ave and Channing Ave
• Quarry Rd between El Camino Real and Vineyard
Ln
• El Dorado Ave between Alma St and Cowper St
• South Ct between Oregon Expy and Matadero
Creek
• Hamilton Ave between Alma St and Guinda St
• California Ave between Park Blvd and Hanover St
• Waverly St between Lytton Ave and Churchill Ave
• Charleston Rd between Alma St and San Antonio
Rd
• University Ave between Alma St & Woodland Ave
• Loma Verde Ave between Alma St & Bayshore Rd
5 Palo Alto Safety Action Plan defines the high-injury network (HIN) as street segments with a high number of crashes, including KSI crashes and crashes involving vulnerable users (bicyclists, pedestrians, youth, and seniors) in the City.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 79 Packet Pg. 930 of 1165

2. Existing Facilities and Conditions | 71
Table 5: Collision Data Summary (2018-2022)

PARTIES INVOLVED FATAL SEVERE
INJURY

MODERATE
INJURY
MINOR
INJURY

REPORTED
TOTAL
Pedestrian 3 (2.9%) 9 (8.7%) 49 (47.1%) 43 (41.3%) 104
Bicyclist 1 (0.4%) 12 (4.7%) 175 (68.1%) 69 (26.8%) 257 Source: Transportation Injury Mapping System (TIMS) data from January 1, 2018, through December 31, 2022 Figure 10: Total Number of Pedestrian Collisions by Year and Severity Figure 11: Total Number of Bicycle Collisions by Year and Severity Source: Transportation Injury Mapping System (TIMS) data from January 1, 2018, through December 31, 2022 Source: TIMS data from January 1, 2018, through December 31, 2022 Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 80 Packet Pg. 931 of 1165
72 _`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
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VALLEY
F
Fatal and Severe Injury
Other Injuries
City of Palo Alto
Park/Open Space
School/University
Commercial Center
Community Center
Library
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson, TIMS 2018-2022 0 1 2
Miles
As of 9/1/2025
Figure 12: Pedestrian Collisions by Severity (2018 – 2022) Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 81 Packet Pg. 932 of 1165
73 _`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

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LOS ALTOS
HILLS

PALO ALTO

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VALLEY
F
Fatal and Severe Injury
Other Injuries
City of Palo Alto
Park/Open Space
School/University
Commercial Center
Community Center
Library
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson, TIMS 2018-2022 0 1 2
Miles
As of 9/1/2025
Figure 13: Bicycle Collision by Severity (2018 – 2022)
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 82 Packet Pg. 933 of 1165
74 _`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
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PALO ALTO
MENLO
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STANFORD

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F
Bicycle High Injury Network
Pedestrian High Injury Network
City of Palo Alto
Park/Open Space
School/University
Commercial Center
Community Center
Library
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson, TIMS 2018-2022 0 1 2
Miles
As of 9/1/2025
Figure 14: Bicycle and Pedestrian High Injury Network
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 83 Packet Pg. 934 of 1165

2. Existing Facilities and Conditions | 75

2.8 Shared Micromobility, E-Bikes, E-Cycles, and
E-Motos
Electrification of the transport system has expanded in various ways with the development of electric bicycles (e-bikes) (which now out-sell electric cars in the USA) and e-scooters. The widespread use of internet-connected mobile phones has also allowed shared mobility to take off with bike, e-cycle, and e-scooter sharing systems being implemented in cities around the world. A summary of shared micromobility, e-bikes, and e-cycles is presented in this section.

Electric Bicycles, E-Cycles, and E-Motos: CVC 312.5
defines e-bikes as “a bicycle equipped with fully
operable pedals and an electric motor of less than 750
watts.” California Vehicle Code CVC 21(a) preempts
cities from regulating e-bike traffic provisions unless the legislature specifically authorizes it.6
Use of the
term ‘E-bikes’ specifically references California Vehicle Code § 1271-classified electric bicycles that do not
exceed 20 mph (Class 1 and 2) and pedal assist-bicycles that do not exceed 28 mph (Class 3).

In Palo Alto, transportation staff use the term ‘e-cycles’ to reference the broadest category of electrified one,
two and three-wheeled vehicles, including bicycles,
tricycles, scooters, one-wheels, mopeds, e-motos and
off-highway vehicles, regardless of wattage or legal
status.

The classification and regulation of electric cycles,
including e-bikes, is an emergent issue with ongoing
policy considerations happening at the state and local
level.7
For example, Senate Bill 1271 introduced new
regulations for e-bikes in California, including Class 3 e-bikes are now required to be pedal assist-only with no throttle allowed, and all e-bikes must have functional
pedals.

E-motos are electric mopeds, electric motorcycles, and
electric dirt bikes that are much more powerful and
faster than electric bicycles. E-motos may have motors
with thousands of watts of power that far exceed the
750 watts allowed for a legal e-bike. They are equipped with throttles and can go in excess of 30 mph, some
achieving speeds of 65 mph. Unlike e-bikes, e-motos
are considered “motor-driven cycles” and are subject
to federal motor vehicle safety standards.
6 California Vehicle Code. Defining electric bicycle classes and standards. Accessed from https://codes.findlaw.com/ca/vehiclecode/veh-sect-312-5/ 7 Check the California Vehicle Code for current definitions and regulations related to e-bikes.

E-bikes and e-cycles enable people to travel further by bicycle and can contribute to increased mode shifts
and decongestion if they are replacing trips that would otherwise be made by personal automobile. Studies
have shown that e-bike riders travel further and cycle
more often with one study from 2020 finding that
after purchasing an e-bike, riders increased their total bicycle usage from 1.3 miles to 5.7 miles per day and
that their share of all trips made by bike increased from 17 percent to 49 percent.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 84 Packet Pg. 935 of 1165

2. Existing Facilities and Conditions | 76
The advantages of e-bikes likely outweigh the disadvantages, especially when they replace motor vehicle trips.

However, there are some challenges that must be addressed. E-bikes can allow users to travel at relatively high speeds which may present a safety risk to e-bike users and other active transportation users (pedestrians, traditional cyclists) around them when there is a great speed differential. Additionally, while e-bikes are not drastically different than traditional bicycles, safely and effectively accommodating them in the transportation system may require wider facilities and additional separation to enable faster riders to overtake slower ones.

Facility recommendations and design guidance developed for this 2026 BPTP consider potential increases in bike volumes and greater speed differential related to increases in e-bike usage.

Furthermore, a number of manufacturers and retailers sell throttle-controlled, high-powered e-motos as e-bikes.

For decades, the Safe Routes to School (SRTS) program has emphasized risk reduction as its primary goal and will continue promoting the use of conventional bicycles as the preferred onramp for helping students learn to share the road safely and responsibly. Policy recommendations developed for this BPTP consider effective regulation and education on E-bikes for all, and separate Electric Bicycle Engagement and Management Strategies to partner with local groups to ensure responsible use of personal electric mobility devices.8 8 Data from Marin County shows that youth aged 10-15 have five times the serious injury rate on electric devices and based on counts at local Marin County middle schools.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 85 Packet Pg. 936 of 1165

2. Existing Facilities and Conditions | 77
The City of Palo Alto adopted a one-year bicycle and
electric scooter sharing pilot program in March 2018
(CMR #8546) and developed permit guidelines for
vendors to operate within the City of Palo Alto. The City Council extended the pilot program in 2019 (Resolution
#9822), in 2020 (Resolution #9882), and in 2021
(Resolution #9914). The pilot program implementation
was initially delayed due to staff resources and delayed further as a result of the COVID-19 pandemic. The pilot program expired on September 30, 2022, and other
shared micromobility partnerships have not been
secured since the 37-bike system run by Motivate was
discontinued.

The City of Palo Alto began the Shared Micromobility
Feasibility Study in December 2024 to determine a
program structure that would best serve the City’s goals for mobility, environmental sustainability, and fiscal
solvency. The recommendations from the Feasibility
Study will inform the design of a new pilot program.

Shared Micromobility: The United States Department
of Transportation Federal Highway Administration
(FHWA) defines micromobility as “any small, lowspeed, human- or electric-powered transportation device, including bicycles, scooters, electric-assist
bicycles, electric scooters (e-scooters), and other
small, lightweight, wheeled conveyances”. Generally,
micromobility vehicles (or devices) are expected to
operate in the same road space as bicycles, using bike
lanes and paths if available, otherwise sharing the
roadway with motorists. While there is no California
statewide law specifically permitting or prohibiting
riding a bicycle on a sidewalk, the State DMV does not
allow motorized scooters to be used on sidewalks and
does not allow them to exceed 15 mph. In Palo Alto,
riding these devices on sidewalks in the Cal Ave and
Downtown Business Districts is prohibited.9
Under
California Vehicle Code, e-scooter users under the age
of 18 must wear a helmet and users must have a valid
driver’s license.

Over the past decade, a variety of shared micromobility systems have emerged with the most common being
shared e-scooters and e-bike share systems. While
e-bikes and e-scooters are the most common form
of micromobility, other forms are emerging including
e-cargo bikes, mopeds, and neighborhood electric
vehicles (NEVs), although these forms of mobility are
yet to become widespread.

Advancements in technology have allowed many
systems to now use a hybrid docked and dockless
system based on geofencing. Municipalities and
operators can now designate specific zones for parking
shared micromobility vehicles, reducing the need
for docking infrastructure while still allowing the
municipality control over where vehicles can park.

California’s New Daylighting Law (AB 413) makes it
illegal to park within 20 feet of the approach of any
marked or unmarked crosswalk, even if the approach
does not have any red curbs painted. This provides an
opportunity for the City to allow parking of bicycles
and shared micromobility.10
9 City of Palo Alto. Bicyclist FAQs: Sharing the Road. Accessed from https://www.paloalto.gov/files/assets/public/v/1/transportation/ safe-routes-to-schools/sharing-the-road_-bicyclist-faqs-1.pdf 10 California Bicycle Coalition. Nine Uses for Daylighting Space.

Accessed from https://www.calbike.org/nine-uses-for-daylightingspace/ Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 86 Packet Pg. 937 of 1165

3. Recommendations | 78

3. RECOMMENDATIONS
78 Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 87 Packet Pg. 938 of 1165

3. Recommendations | 79
The vision for the 2026 BPTP includes creating a safe, comfortable bicycle and pedestrian network that can be enjoyed by people of all ages and abilities. To build on the strengths of the existing bikeway network, the recommended bikeway network is structured around two tiers: The Low-Stress Bicycle Network and the Complete Vision Bicycle Network.

Low-Stress Bicycle Network
The Low-Stress Bicycle Network forms the foundation
for citywide bicycle connectivity, expanding on existing low-stress routes between neighborhoods. Built
primarily around Bicycle Boulevards, this network uses
traffic-calmed local streets to provide safe, comfortable routes through residential areas. It also includes key
connections to adjacent cities and destinations. Major
streets with separated bikeways are included on the
Low-Stress Bicycle Network only where the street
network is disconnected and major roadways are the
only way to/through a neighborhood. The City’s nearterm investments will focus on the Low-Stress Network, closing gaps in the existing network and providing
greater access to transit and schools within the next ten years.

Complete Vision Bicycle Network
The Complete Vision Bicycle Network represents the
long-term vision for a fully connected, all-ages-andabilities bikeway system. It expands the Low-Stress Network by adding separated bikeways on major streets,
filling critical gaps and enabling direct connections to destinations. Implementation of this network involves
more significant changes to street design, delivering
transformative improvements in safety, access, and
mobility. This network includes new railroad crossings
and connections to those longer-term crossings.

This chapter describes the network corridor criteria, project identification and prioritization process, and pedestrian districts and recommendations.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 88 Packet Pg. 939 of 1165

3. Recommendations | 80

3.1 Bicycle Network Corridor Criteria
To guide bicycle network development, the following development approach and network corridor criteria were applied. The approach includes primary network development criteria which was further supplemented with secondary criteria for network refinement.

3.1.1 PRIMARY NETWORK DEVELOPMENT CRITERIA
The network is built on the 2012 BPTP and refined with recent planning efforts in Palo Alto and the region including MTC Regional Active Transportation Plan; VTA Bicycle Superhighway Implementation Plan, and SRTS Suggested Walk & Roll Route Maps. The 2026 BPTP team synthesized recommendations from existing plans and projects to identify where there was agreement and where there was less planning consensus. The primary network development criteria are presented in Table 6.

Table 6: Primary Network Development Criteria

ATTRIBUTE SOURCE CRITERIA RATIONALE
2012 Plan
Network
Palo Alto 2012 Bicycle
and Pedestrian
Transportation Plan
Route included in the 2012
plan network Foundation of the plan update.

Existing Bicycle
Facility
2024 Existing Bicycle
Facilities map
Route exists today as a formal
bicycle facility
Existing routes have value by
virtue of their presence and
current use.

Palo Alto
Bicycle Map Palo Alto Bicycle Map Route included in the City published user map.

User map published by the City of
Palo Alto, identifying bike friendly
routes today.

High Injury
Network for
Bicyclists
2024 High Injury
Network for Bicyclists
Route identified as a high
injury network street in the
2024 BPTP Collision and
Safety Analysis
Route is a potential safety hazard
today, may be enhanced to
become an important or improved
network link.
2016 Bike
Boulevard
Improvements
Project
City of Palo Alto
Bike Boulevards
Improvements Project
Route included in Bike
Boulevard Improvement
Project
Detailed planning of future bicycle
boulevard implementation offers
a more recent vetting of viable
routes.

Network
Development
Workshop
2024 Network
Development Workshop
Outcomes
Route identified on the
2024 Network Development
Workshops
Network development workshops
identified key destinations and
potential direct routes between
them.

Regional Active
Transportation
Plans
MTC Regional Active
Transportation Plan; VTA
Bicycle Superhighway
Implementation Plan
Route identified as a part of
the regional AT network or
Bicycle Superhighway Plan
Regionally significant connection
between communities.

Safe Routes to
School
SRTS Suggested Walk &
Roll Route Maps
Route identified on SRTS
Suggested Walk & Roll Route
Maps
Important connection to schools
as a priority destination
Source: Mobycon, 2025
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 89 Packet Pg. 940 of 1165

3. Recommendations | 81

3.1.2 SECONDARY CRITERIA FOR NETWORK REFINEMENT
Where multiple route options exist, the 2026 BPTP team used secondary criteriawere used to support route selection and refinement. When selecting between alternative routes the following was considered:
• More direct routes to activity generators, as identified in the Existing Activity Generators map (see Figure 1). • Traffic stress conditions as identified in the LTS Analysis to identify routes with more favorable existing conditions.
• Direct alignment with high demand flows as identified in the Activity Analysis map of Bicycle Origins and Destinations.
• Routes that overcome barriers identified in the Major Barriers Analysis.

3.2 Recommended Bicycle Network and
Facilities

3.2.1 BICYCLE NETWORK
Figure 15 shows the updated bikeway network and bicycle friendly zones developed using the network corridor criteria explained in the previous section. The map extends outside the City limits to illustrate the potential regional connections. It presents the complete vision of the bicycle network, including both the existing facilities and the low-stress network.

Bicycle-Friendly Zones are cohesive areas with concentrations of destinations, commercial activity, and pedestrian activity. These areas should see area-wide investment in bicycle-friendly amenities such as signal timing and traffic calming. A bicycle friendly zone is an area where cycling is convenient, comfortable, and direct on all of the streets within a designated area and is the preferred method of transportation.

The 2026 BPTP proposes three such zones: the commercial areas surrounding University Avenue and California Avenue, and the public-use area around Mitchell Park and Cubberley. All streets within these zones, particularly those identified on the bicycle network, should incorporate traffic-calming features to enable bicyclists and other micromobility users to safely and comfortably share the roadway. Wayfinding and zone-specific signage should also be provided to clearly indicate entry into a Bicycle-Friendly Zone.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 90 Packet Pg. 941 of 1165
82 !f
!f
!f
!f
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!f
!f
!f
!f
!f
!f
!s
!s
!s
!s
!s
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∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave
Seale Ave
Moreno Ave
Park Blvd
Arastradero Rd
Deer Creek Rd
Porter Dr
Laguna Ave
Hanover St
Cambridge Ave
Montrose Ave
Faber Pl
Coleridge Ave
Churchill Ave
Channing Ave
Boyce Ave
Welch Rd
Vineyard Ln
Arboretum Rd Palo Rd
Pasteur Rd
Everett Ave
Guinda St
Chaucer St
St Francis Dr
Garland Dr
La Donna Ave Barron Ave
Georgia Ave
Donald Dr
Amaranta Ave
Cesano Ct
James Rd
El Camino Way
Portage Ave
Ash St Olive Ave
Duncan Pl
Nelson Dr
Mackay Dr
Clark Way Amarillo Ave
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO

PORTOLA
VALLEY

LOS ALTOS
HILLS
F
Recommended Bikeway Network
Bicycle-Friendly Zones
City of Palo Alto
!f Ped/Bike Bridge
!s Ped/Bike Underpass
Park/Open Space
School/University
Commercial Center
Community Center
Library
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson, Mobycon 0 1 2
Miles
To East Palo Alto
To Menlo Park
To Mountain
View
To Los Altos
As of 9/1/2025
To Stanford
Figure 15: Recommended Bicycle Network
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 91 Packet Pg. 942 of 1165

3. Recommendations | 83

3.2.2 BICYCLE FACILITIES SELECTION APPROACH
The 2026 BPTP team took a simplified facility selection approach to the different types of bicycle facilities was chosen for the updated bikeway network presented in 4.2.1. The approach is informed by the Dutch CROW Design Manual for Bicycle Traffic1
, the FHWA Bikeway Selection Guide2, and the NACTO All Ages & Abilities Bikeways guidance3
. The bicycle facility selection approach (Image 15) first looked at road classification (local, collector, and arterial). Then traffic volumes followed by posted speeds were examined. Given the limited availability of traffic volumes, the network criteria relied on community input, and on-ground knowledge from the in-person working session in April 2024.4
The team applied this approach to each segment of the bikeway network and the facilities were selected based on the approach but also considered in the greater network and whether they met the 2026 BPTP vision and objectives.
1 CROW. “CROW Manual Updates Bike Lane Width Recommendations” CROW, 2023. 2 Federal Highway Administration. Pedestrian and Bicycle Safety Guide and Countermeasure Selection System: FHWA-SA-18-077. U.S.

Department of Transportation, 2018.
3 National Association of City Transportation Officials (NACTO). “Choosing the Age and Ability of Bicycle Facility.” NACTO, n.d., 4 BPTP Team conducted a series of site visit in April 2024 to understand the roadway context. This is further described in the community engagement section.

Image 15: Bicycle Facility Selection Approach
Source: Mobycon, 2025
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 92 Packet Pg. 943 of 1165

3. Recommendations | 84

3.2.3 RECOMMENDED BICYCLE NETWORK
Figure 16 shows the Complete Vision Bicycle Network map. The Complete Vision Network represents the longterm vision for a fully connected, all-ages-and-abilities bikeway system. This map also includes existing bicycle facilities that are not being upgraded to illustrate the full network once fully implemented. The Complete Vision Network includes some lower-priority projects that may be reevaluated as the City grows. In the near term, the focus will be on developing the low-stress bicycle network, as described in the following section.

Low-Stress Bicycle Network
Figure 17 shows the Low-Stress Bicycle Network map. The Low-Stress Bicycle Network is the foundation for citywide bicycle connectivity, focused on delivering safe, comfortable, and familiar routes in the near term. It builds upon the City’s existing network of low-stress streets, primarily composed of shared-use paths and neighborhood-based Bicycle Boulevards, to rapidly expand access with minimal disruption and promote broad community support.

This approach prioritizes calm, residential routes that are already preferred by many community members, rather than rely on separated bikeway on busy arterial streets. Through public engagement, Bicycle Boulevards were identified as the most comfortable and familiar type of bikeway, offering a practical path forward with fewer tradeoffs in terms of cost, complexity, and impacts to vehicle traffic or parking.

The Low-Stress Network emphasizes continuity and citywide coverage. While most of the network is routed along local streets, Class IV separated bikeway are included in strategic locations—specifically on high-traffic gateway corridors where no safe, parallel alternative exists and where regional connectivity demands it. Additionally, short segments of separated bikeways may be used to close key gaps between Bicycle Boulevards, enhancing network cohesion.

The goal is to create a citywide bikeway system that is connected, calmed, and protected, delivering meaningful benefits to people biking now while laying the groundwork for a more complete network in the future. By focusing on what works well today, the Low-Stress Network allows the city to move quickly and cost-effectively toward a safer, more accessible future for active transportation.

As shown in Table 7, 2026 BPTP Complete Vision Network includes a total of 94 bicycle projects, representing 61 miles of upgraded and new bicycle facilities. In addition, the 2026 BPTP includes 35 crossing projects, 6 special projects, and 5 studies. The Low Stress Network includes a total of 54 of the 94 bicycle projects, representing 30 miles of upgraded and new bicycle facilities. A total of 25 bicycle projects, representing almost 19 miles of upgraded and new facilities, are prioritized on the Near-Term Project List, along with 24 crossing projects, 3 special projects, and 3 studies. Table 8 provides the list of projects that make up the Complete Vision Network. Appendix A: List of Projects includes project descriptions and maps by bicycle facility type.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 93 Packet Pg. 944 of 1165

3. Recommendations | 85
Table 7: Summary of Recommend Bicycle Projects

PROJECT TYPE

COMPLETE VISION NETWORK LOW-STRESS NETWORK NEAR-TERM PROJECTS Number of
Recommend
Projects
Length
(Miles)
Number of
Recommend
Projects
Length
(Miles)
Number of
Recommend
Projects
Length
(Miles)
Shared Use Path (Class I) 14 8.2 6 1.0 2 0.6
Bicycle Lane (Class IIa) 12 4.1 9 3.4 2 0.4
Buffered Bicycle Lane (Class
IIb) 10 5.9 9 5.1 5 2.2
Advisory Bike Lane (Class IIIa) 2 0.3 2 0.3 0
Bicycle Boulevard (Class IIIb) 24 19.7 17 12.3 7 8.3
Separated Bikeway (Class IV) 32 22.9 11 7.8 9 7.3
Total 94 61.1 54 29.9 25 18.8

PROJECT NUMBER PROJECT NAME
ABL_1 Embarcadero Road Advisory Bike Lane at Harriet Mundy Marsh ABL_2 Geng Road Advisory Bike Lane
BBL_1 Homer/Channing/Guinda Avenue Buffered Bike Lane
BBL_2 Newell Road Buffered Bike Lane
BBL_3a Hanover Street to Bol Park Path Buffered Bike Lane BBL_3b Hanover Street Buffered Bike Lane
BBL_4 El Camino Way Buffered Bike Lane
BBL_5 Embarcadero Road Buffered Bike Lane: East Bayshore to Baylands BBL_6 Loma Verde Avenue Buffered Bike Lane: Alma Street to Middlefield Road BBL_7 Cambridge Avenue Buffered Bike Lane
BBL_8 California Avenue Buffered Bike Lane
BBL_9 Amaranta - Coulombe Buffered Bike Lane
BL_1 North California Avenue Bike Lane
BL_2 Channing Avenue Bike Lane
BL_3 Addison Avenue Bike Lane
BL_4 Portage - Olive - Ash Bike Boulevard
BL_5 Stanford Avenue Bike Lane connection to Hanover
BL_6 California Avenue Bike Lane
BL_7 Page Mill Road Bike Lane
BL_8 Loma Verde Bike Lane
BL_9 Colorado Ave Bike Lane
BL_10 East Bayshore Road Bike Lane-from San Francisquito Creek to Embarcadero Road BL_11 West Bayshore Road Bike Lane
Table 8: Project List
In addition to bikeway projects in the table, we are recommending 35 crossing projects, 6 special projects, and 5 studies. Of these nonbikeway projects, 24 crossing projects, 3 studies, and 3 special projects are priority projects.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 94 Packet Pg. 945 of 1165

3. Recommendations | 86

PROJECT NUMBER PROJECT NAME
BL_12 Arastradero Road
BLVD_1 Clark Way Bike Boulevard
BLVD_2 Bryant Street Bike Boulevard Downtown Access Project BLVD_3 Everett Avenue Bike Bike Boulevard
BLVD_4 Guinda Street Bike Boulevard
BLVD_5 Hamilton-Greer Avenue Bike Boulevard
BLVD_6 Kingsley Avenue Bike Boulevard
BLVD_7 Chaucer - Hamilton - Hale - Boyce Bike Boulevard BLVD_8 Greer Road Bike Boulevard
BLVD_9 La Donna - Barron - Josina - Bike Boulevard
BLVD_10 Saint Francis - Oregon Avenue Bike Boulevard
BLVD_11 Faber Place Bike Boulevard
BLVD_12 Amarillo Avenue Bike Boulevard
BLVD_13 Garland Drive Bike Boulevard
BLVD_14 Seale Avenue Bike Boulevard
BLVD_15 Cowper Street Bike Boulevard
BLVD_16 Colorado Avenue Bike Boulevard
BLVD_17 Stanford Avenue Bike Boulevard
BLVD_18 Bryant - Nelson - Carlson - Mackay Bike Boulevard BLVD_19 Laguna - Los Robles Avenues Bike Boulevard
BLVD_20 Maybell - Donald - Georgia Bike Boulevard
BLVD_21 Hanover Street Bike Boulevard
BLVD_22 Park Boulevard Bike Boulevard
BLVD_23 Margarita Avenue Bike Boulevard
BLVD_24 Portage-Olive-Ash Bike Boulevard under NVCAP
BLVD_CROSSING_1 Chaucer Street crossing of University Avenue BLVD_CROSSING_2 Carlson Street Crossing of E Charleston Rd BLVD_CROSSING_3 Wilkie Way Crossing of West Charleston Road BLVD_CROSSING_4 Cowper Street Crossing of East Meadow Drive BLVD_CROSSING_5 Seale Avenue Bike Boulevard Crossing of Middlefield Road BLVD_CROSSING_6 Faber Place Crossing at Embarcadero Road BLVD_CROSSING_7 Greer Road Crossing of Embarcadero Road BLVD_CROSSING_8 St Francis Drive crossing of Embarcadero Road BLVD_CROSSING_9 Cesano Ct Connection
BLVD_CROSSING_10 Bryant St crossing of E Meadow Dr
BLVD_CROSSING_11 Nelson Dr crossing of E Charleston Rd
BLVD_CROSSING_12 Cowper Street Crossing of Embarcadero Road CROSSING_1 Seale Avenue Bike/Ped Undercrossing for the Churchill Avenue Grade Separation CROSSING_2 Everett Avenue Tunnel
CROSSING_3 California Avenue Tunnel - Pedestrian/Bicycle Shared Use Enhancements Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 95 Packet Pg. 946 of 1165

3. Recommendations | 87

PROJECT NUMBER PROJECT NAME
CROSSING_4 New parallel tunnel for bicycles at California Avenue. Caltrain Station to Alma Street CROSSING_5 Palo Alto Transit Center/University Avenue Undercrossing CROSSING_6 Sutter Avenue crossing of Middlefield Road
CROSSING_7 Embarcadero Crossing to Renzel Trail over East Bayshore Road CROSSING_8 Hanover Street entrance to Bol Park Bike Path enhancement CROSSING_9 Matadero Creek Highway 101 Seasonal Undercrossing CROSSING_10 Midtown Bicycle and Pedestrian Undercrossing CROSSING_11 Embarcadero Crossing Reconstruction
INTERSECTION_1 Page Mill Road and Hanover Street Intersection Improvement INTERSECTION_2 West Meadow Drive and El Camino Way Intersection Improvement INTERSECTION_3 Quarry Road and El Camino Real Protected Intersection INTERSECTION_4 Greer Road and Oregon Expressway Intersection INTERSECTION_5 California Avenue and El Camino Real Protected Intersection INTERSECTION_6 Park to Serra Protected Intersection
INTERSECTION_7 E Charleston Road and San Antonio Road Intersection INTERSECTION_8 E Charleston Road and Middlefield Road
INTERSECTION_9 Maybell Avenue and El Camino Real
INTERSECTION_10 Embarcadero Road and El Camino Real Protected Intersection INTERSECTION_11 Quarry Road and Arboretum Road Protected Intersection INTERSECTION_12 San Antonio Road and Middlefield Road
SB_1 Deer Creek Road Separated Bikeway
SB_2 Arboretum Road Separated Bikeway
SB_3 Quarry Road Separated Bikeway
SB_4 El Camino Real Separated Bikeway
SB_5 Hillview Avenue Separated Bikeway
SB_6a Alma Street Separated Bikeway to Menlo Park
SB_6b Alma Street Separated Bikeway - North
SB_7 Lytton Avenue Separated Bikeway: Alma Street to Guinda Street SB_8 Foothill Expressway Separated Bikeway
SB_9 Hamilton Avenue Separated Bikeway: Middlefield Road to Bryant Street SB_10 University Avenue Separated Bikeway
SB_11a Middlefield Road Separated Bikeway Connection to Menlo Park SB_11b Middlefield Road Separated Bikeway Connection to Garland Drive SB_11c Middlefield Road Separated Bikeway
SB_11d Middlefield Road Separated Bikeway
SB_12 Homer Avenue Separated Bikeway
SB_13a Arastradero Road Separated Bikeway
SB_13b Arastradero Road Separated Bikeway
SB_14 Embarcadero Separated Bikeway: Middlefield Road to Newell Road SB_15 Embarcadero Road Separated Bikeway: Greer Road to E. Bayshore Road Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 96 Packet Pg. 947 of 1165

3. Recommendations | 88

PROJECT NUMBER PROJECT NAME
SB_16 Embarcadero Road Separated Bikeway: Full Corridor SB_17 East Bayshore Road Separated Bikeway: Embarcadero Road to Renzel Trail SB_18 East/West Meadow Drive Separated Bikeway
SB_19 Alma Street Separated Bikeway - South
SB_20a San Antonio Avenue Separated Bikeway
SB_20b San Antonio Road Separated Bikeway
SB_20c San Antonio Road Separated Bikeway into Mountain View SB_21a East Charleston Road Separated Bikeway: Industrial Avenue to Middlefield Road SB_21b East Charleston Road Separated Bikeway: Middlefield Road to Alma Street SB_22 West Charleston Road Separated Bikeway
SB_23 Fabian Way Separated Bikeway
SB_24 Churchill Ave Separated Bikeway
SUP_1 Quarry Road Transit Extension Project
SUP_2 Embarcadero Town & Country Shared Use Path
SUP_4 Page Mill Road Shared Use Path
SUP_5 Oregon Expressway Shared Use Path
SUP_6 Matadero Canal Shared Use Path
SUP_7 Barron Creek Shared Use Path
SUP_8 San Antonio Road Shared Use Path
SUP_9 Cubberley Community Center Shared Use Path
SUP_10 Palo Alto Avenue Shared Use Path
SUP_11 Hansen Way Shared Use Path
SUP_12 Homer Tunnel to Caltrain Connection
SUP_13 Embarcadero Road Shared Use Path: Alma to Emerson SUP_14 Bol Park Path - Chimalus Path Spur
SUP_15 El Camino Park - El Palo Alto Park Connection
SpecProj_1 Hamilton Ave Pedestrian Signal Heads
SpecProj_2 Downtown Green Wave
SpecProj_3 Ellen Fletcher Bike Blvd Project
SpecProj_4 Stanford Avenue Pedestrian Crossing Improvements: multiple locations Study_1 Southern Palo Alto Bicycle and Pedestrian Railroad Crossing Study and Implementation Project
Study_2 Embarcadero Road Corridor Study
Study_3 Matadero Canal Shared Use Path Feasibility Study Study_4 Bryant Blvd & E Meadow Crossing Feasibility Study Study_5 Cal Ave Station Gap Closure project
CS_1 California Avenue Community Street
SS_1 University Avenue Slow Street
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 97 Packet Pg. 948 of 1165
89 !f
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Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave
Seale Ave
Moreno Ave
Park Blvd
Arastradero Rd
Everett Ave
Boyce Ave
Welch Rd
Churchill Ave
Porter Dr
Olive Ave
Cambridge Ave
La Donna Ave
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
To East Palo Alto
To Menlo Park
To Mountain
View
To Los Altos
Recommended Existing
Class I - Shared Use Path/Trail
Class IIa - Bike Lane
Class IIb - Buffered Bike Lane
Class IIIa - Advisory Bike Lane
Class IIIb - Bike Boulevard
Class IV - Separated Bikeway
In an approved Plan from a
neighboring jurisdiction
Caltrain Station
!f Existing Ped/Bike Bridge
!s Existing Ped/Bike Underpass
Recommended Bike Blvd
Crossing Improvements
Recommended Intersection
Improvements
Recommended Ped/Bike
Bridge or Underpass
Trail
Bicycle-Friendly Zone
Recommended
Figure 16: Complete Vision Bicycle Network
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 98 Packet Pg. 949 of 1165
90 !f
!f
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¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave
Seale Ave
Moreno Ave
Park Blvd
Arastradero Rd
Everett Ave
Boyce Ave
Welch Rd
Churchill Ave
Porter Dr
Olive Ave
Cambridge Ave
La Donna Ave
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

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VIEW

LOS ALTOS
HILLS

PALO ALTO

3. Recommendations | 91
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 100 Packet Pg. 951 of 1165

3. Recommendations | 92

3.3 Pedestrian District Guidelines and Toolbox
This section identifies priority pedestrian areas within Palo Alto and presents a toolbox of potential pedestrianoriented treatments for use within these areas. These guidelines build upon existing foundational planning, bring in new ideas and innovations, and address changes and developments since the prior plan was adopted in 2012.

3.3.1 PEDESTRIAN DISTRICTS
Priority pedestrian areas are key to creating a walkable, accessible, and enjoyable City. They offer areas where
walking is prioritized to allow people of all ages and
abilities to get around without competing with
vehicles. Within these areas, slower vehicle movement
is encouraged, and opportunities are provided for
people to pause and enjoy their surroundings. Walking
should be the preferred mode of choice for all trips
within these areas with wider sidewalks that support
high volumes of pedestrian activity through building a
well-connected pedestrian network.

Figure 18 maps three pedestrian districts and three
priority areas which are focus areas for pedestrian
recommendations. These areas were identified
based on prior planning efforts, including the 2030
Comprehensive Plan, and the Palo Alto Economic
Development Strategies Plan, as well as community
input and on-the-ground knowledge from the inperson working session held in April 2024.5 These pedestrian districts and priority areas include:

Pedestrian Districts:
• University Avenue Pedestrian District
• California Avenue Pedestrian District
• Midtown Pedestrian District
Pedestrian Priority Areas
• El Camino Real Neighborhood Commercial Center
• Embarcadero Neighborhood Commercial Center
• San Antonio Road Area
5 The BPTP Team conducted a series of site visit in April 2024 to understand the roadway context. This is further described in the community engagement section.

3.3.2 PEDESTRIAN DISTRICT

TOOLBOX
The pedestrian district toolbox includes a range of
selected treatments aimed at improving pedestrian
safety and enhancing the pedestrian experience. The
elements range from infrastructure improvements,
such as raised crossings or curb extensions that improve yielding rates, to aesthetic changes, such as benches
or public art, that can elevate the walking experience.

Together, these elements will meet universal needs for
safety and accessibility and create conditions where
walking is comfortable and an enjoyable experience
for all.

The pedestrian toolbox consists of 27 treatments
organized into seven categories: enhanced crossings,
street reconfiguration, aesthetic and functional
elements, activation and engagement, signal
adjustments, major intersection treatments, and green
infrastructure.

Implementing pedestrian-oriented enhancements
help in advancing the plan objectives of supporting
a City that is Safe and Inclusive, Connected and
Accessible, and Comfortable and Enjoyable. Image
16 lists pedestrian toolbox enhancements. Detailed
information about these tools and their recommended
application in the three pedestrian districts and two
priority areas is available in Appendix B: Pedestrian
District Guidelines.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 101 Packet Pg. 952 of 1165

3. Recommendations | 93
Image 16: Recommended Crossing and Intersection Improvements

18. Bike parking corrals 19. In Street Treewells

1.Mid-block crossings
Enhanced
Crossings
Street Design

2. Raised crossings 3. Raised intersections 4. Curb extensions

5. Wide sidewalks

10. Gateway Treatments

6. Shared streets 7. Reduced Curb Radii 8. Speed Hump
Aesthetic and
Functional
Elements

9. Pedestrian lighting 11. Decorative pavers 12. Wayfinding

13. Alleyway activation
Activation and
Engagement
Flexible Street
Use

14. Street furniture 15. Shade sails 16. Street art or murals

17. On Street Flex Zones 20. Rising Bollards
Major
Intersection
Treatments

21. Pedestrian Signals 22. Signal Timing 23. Median island 24. Protected intersection Green
Infrastructure

25. Bioswales 26. Rain Garden 27. Street Trees 28. Planting Strip Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 102 Packet Pg. 953 of 1165
94 University
Avenue
District
California
Avenue
District
El Camino Real
Neighborhood
Commercial Center
Midtown
District
Embarcadero
Neighborhood
Commercial Center
San Antonio
Road Area
_`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
Pedestrian Districts and Priority Areas
City of Palo Alto
Park/Open Space
School/University
Community Center
Library
Caltrain Station
Railroad
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 18: Pedestrian Districts and Pedestrian Priority Areas Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 103 Packet Pg. 954 of 1165

3. Recommendations | 95
Pedestrian District Recommendations
University Avenue Pedestrian District
Downtown Palo Alto’s historic main street and original civic/commercial core; today it functions as the City’s primary regional and commercial center and the “front door” many visitors remember. • Add midblock raised crossings (Hamilton Ave) and update existing midblock crossing (Forest Ave) to prioritize pedestrians.
• Install bike/micromobility corrals at key destinations (Caltrain lot at Alma Street, Palo Alto Transit Center, Lytton Plaza) and anchor district wayfinding at University & Alma and the Homer Tunnel, coordinated with the MTC pilot.6
• Advance special projects: raised side-street crossings on University (Univ_A); permanent pedestrianized Ramona Street (Univ_B); alleyway activation (Univ_C); University & Alma interchange reconfiguration (Univ_D) (continuous/wider sidewalks, gateway, wayfinding); and improvements to the Transit Center/University undercrossing.
6 The MTC Regional Mapping & Wayfinding Project, https://mtc.ca.gov/operations/transit-regional-network-management/regionalmapping-wayfinding Note: Numbers refer to the pedestrian toolbox elements recommended at these locations. Additional information about Pedestrian Toolbox Elements and Special Projects is provided in Appendix M: Pedestrian District Guidelines.

Image 17: University Avenue Pedestrian District
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 104 Packet Pg. 955 of 1165

3. Recommendations | 96
California Avenue Pedestrian District
A pedestrian activity center with compact blocks, back alleys, and active ground-floor commercial uses; recognized in City policy as a Multi-Neighborhood/Community-Serving center. • Use on-street flex zones for placemaking and add street treewells on Park Blvd, Ash St, and Birch St. • Provide wayfinding at El Camino Real/California Ave and the Caltrain station; add street art at key approaches.

Note: Numbers refer to the pedestrian toolbox elements recommended at these locations. Additional information about Pedestrian Toolbox Elements and Special Projects is provided in Appendix M: Pedestrian District Guidelines.

Image 18: California Avenue Pedestrian District
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 105 Packet Pg. 956 of 1165

3. Recommendations | 97
Midtown Pedestrian District
A mid-century neighborhood shopping area that has grown into a vital, neighborhood-serving hub; identified in recent plans as a neighborhood serving place for everyday needs. • Apply gateway treatments at Middlefield (Moreno Ave to the west; Matadero Canal to the east), plus bike corrals, street furniture, and wayfinding.
• Advance special projects: a Midtown master street plan (Mid_1); a Middlefield Rd road diet (Mid_2) (raised intersections, continuous/wider sidewalks, pedestrian signals, flex zones, street furniture, treewells); a Sutter Ave mid-block crossing with ped signals (Mid_3); temporary parking-lot activation (Mid_4); and a central plaza parkway (Mid_5).

Image 19: Midtown Pedestrian District
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 106 Packet Pg. 957 of 1165

3. Recommendations | 98
Pedestrian Priority Area Recommendations
El Camino Real Neighborhood Commercial Center
A linear, citywide commercial corridor with a diverse mix of shops, restaurants, and services serving both residents and visitors.
• Treat the corridor as a multimodal main street: add raised crossings on unsignalized side streets and provide street furniture to improve waiting areas.
• Enhance Corridor walkability, bike lanes, and streetscape upgrades are underway as part of ongoing revitalization by Caltrans, in coordination with the City.

Embarcadero Neighborhood Commercial Center (Edgewood Plaza) A neighborhood hub anchored by the Edgewood Plaza Shopping Center, known for its mid-century modern character and a mix of groceries, cafés, and local businesses—remaining a vibrant, accessible destination for nearby residents.
• Provide bike parking corrals and wayfinding to local businesses and trail connections (notably the US-101/St.

Francis Dr link), to support short local walking and biking trips.

San Antonio Road Area
A district to be guided by the same framework as other pedestrian districts—prioritizing walking, slower movement, and a connected sidewalk network—using the plan’s toolbox (e.g., raised crossings, wider sidewalks, bike corrals, gateway/wayfinding) as sites redevelop.
• As sites redevelop, apply the plan’s pedestrian toolbox to create a walk-first environment: raised crossings/ raised intersections, curb extensions/reduced curb radii, continuous and wider sidewalks, bike corrals, and flexible curb zones.
• Coordination with the City’s San Antonio Road Area Plan Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 107 Packet Pg. 958 of 1165

3. Recommendations | 99

PEDESTRIAN DISTRICT DESIGN ELEMENTS
To achieve the VMT-reduction and safety goals of Pedestrian Districts, future streetscape and development projects within these areas should incorporate the following urban design elements and principles:

Fine-Grained Pedestrian Network:
• Keep block lengths and crossing opportunities to 400’ or less, with paseos and high-visibility mid-block crossings where block lengths exceed 400’.

Continuous, Generous Sidewalks:
• Maintain wide, unobstructed pedestrian through-zones that comfortably accommodate side-by-side walking and meet or exceed PROWAG standards.

Shortened Crossing Distances:
• Utilize curb extensions (bulb-outs), pedestrian refuge islands, and tight curb radii of less than 15’ (if no bulb-out is provided) to reduce pedestrian exposure at intersections.

Active Street Frontages:
• Encourage visually engaging, ground-floor land uses with minimal building setbacks and human scaled elements (such as seating and public art) to create a welcoming and dynamic walking environment.

Continuous Shade Canopy:
• Prioritize street trees and landscaping that provide shade over the pedestrian right-of-way to improve thermal comfort.

Minimal Curb Cuts:
• Consolidate or eliminate driveway access points across sidewalks to reduce conflict points between vehicles and pedestrians.

Pedestrian-Scale Lighting:
• Install warm, dark-sky compliant, pedestrian-level lighting focused on the sidewalk and crosswalks to enhance visibility, safety, and comfort at night.

Source: Kevin Lynch (1984), Jan Gehl (1996), and Ria Hutabarat Lo (2009) Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 108 Packet Pg. 959 of 1165

3. Recommendations | 100
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 109 Packet Pg. 960 of 1165

3. Recommendations | 101

3.4 Policies and Programs
As part of developing the Plan, the City identified policies, programs, and practices to improve conditions for walking and biking in Palo Alto. City staff from multiple departments participated in discussions to assess how the City is implementing existing policies, programs, and practices and ranked the highest priorities for inclusion in the Plan.

This section presents the 2026 BPTP’s recommended programs and policies. It provides recommended strategies and actions to support walking and biking in Palo Alto as well as best practices that the City can undertake in developing programs to encourage active transportation. Some of the policies and programs will require additional resources such as staffing and budget to implement.

The recommendations are organized under the 2026 BPTP’s five objectives, identified previously in section 1.4.2 Objectives:
• Comfortable and Enjoyable
• Community-Led and Cooperative
• Safe and Inclusive
• Connected and Accessible
• Integrated and Collaborative
Recommended strategies are summarized below and presented in more detail in Appendix C: Policy and Program Recommendations.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 110 Packet Pg. 961 of 1165

3. Recommendations | 102
Comfortable and Enjoyable:

Enhancing the comfort and enjoyment of walking and cycling through amenities such as shade, greenery, and welldesigned streetscapes. • CE-1.1 Active Transportation Design Policy and
Standards: Develop or adopt design standards
and specifications based on recent research and
modern best practice for pedestrian, bicycle, and
transit friendly street design. (2030 Comprehensive
Plan Program T-1.19, Policy T-3.5.1)
• CE-1.2 Implement Pedestrian District Guidelines
and Toolbox: Implement recommendations and
guidance included in the Pedestrian District
Guidelines and Toolbox.
• CE-1.3 Vertical Curb Standard: Revisit the City’s
vertical curb standard to balance the removal of
barriers to active transportation and maintaining
separation for vulnerable modes.
• CE-1.4 Older Adult Mobility Program: Support
older adult mobility options, including a Trishaw*
Pilot via Cycling Without Age, to provide
access to statistically low-risk transit, possibly
operated by trained student and/or older adult
volunteers along low volume residential streets.
(2030 Comprehensive Plan Program T-5.12)
*Defined as a three-wheeled pedal-powered
machine,often featuring electric-assist motors,
with a pilot behind and a passenger seat up front.
• CE-1.5 Bike Parking Inventory & Usage Monitoring
Program: Conduct an inventory and monitor usage
of bike parking at City properties and public rightsof-way (such as sidewalks) and continue to provide sufficient supply. Establish a program for members
of the public and commercial properties to request
site inspections and evaluation for installation of
bicycle racks or parking corrals. Ensure the City’s
bike parking program provides facilities that are
publicly accessible and available for use by all
members of the public. (2030 Comprehensive
Plan Program T-5.12, Program T5.12.1, Program
T5.12.2, Program T5.12.3)
• CE-1.6 Bike Parking Requirements For New
Development: Update the City’s minimum shortand long-term bike parking requirements for new development projects to reflect changes in parking
demand. Update and maintain the City’s list of
approved bike parking designs to accommodate a
variety of bicycle types such as e-bikes and cargo
bikes. (2030 Comprehensive Plan Program T-1.17)
• CE-1.7 Bike Parking Design: The design of bike
parking facilities shall be consistent with the
Association of Pedestrian and Bicycle Professionals
(APBP) Essentials of Bike Parking or Valley
Transportation Authority (VTA) Bicycle Technical
Guidelines Chapter 10.
• CE-1.8 Walk & Bike Friendly Development:

Consider prioritizing or requiring certification
that encourages bicycle- and pedestrian-friendly
developments, such as LEED-ND. Encourage
developments that limit vehicle parking.
• CE-1.9 Wayfinding Plan: Develop a non-motorized
wayfinding plan connecting bicycle and pedestrian
facilities with key local and regional destinations
such as schools, trails, parks, and rail stations.

Evaluate cut-throughs, short connections, ramp
access, and ADA compliance. Continue to expand
wayfinding facilities as the bicycle and pedestrian
networks are implemented, and in coordination
with Caltrans, develop a Wayfinding Signage
Program specific to El Camino Real to help cyclists
connect to the local bicycle network.
• CE-1.10 Bike Racks on Buses: Work with Santa
Clara Valley Transportation Authority (VTA) and
coordinate with their Wheels on the Bus Pilot
Program, to monitor the use of bike racks on buses
and determine if demand is being accommodated.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 111 Packet Pg. 962 of 1165

3. Recommendations | 103
• CE-1.11 TDM Program: Promote and expand the Transportation Demand Management (TDM) program and continue to support implementation of TDM programs in an effort to increase the share of trips made by walking and biking and advance the City’s sustainability, climate action, vehicle miles traveled and carbon reduction goals. Pursue full participation of Palo Alto employers in the Transportation Management Association (TMA) and pursue expanding the TMA from Downtown to California Avenue and other areas of the city when appropriate. (2030 Comprehensive Plan Program T-1.1)
• CE-1.12 Crossing Guards: Periodically evaluate school crossing guard locations and warrants to determine their appropriateness and evaluate opportunities for new locations. As part of the evaluations, consider factors such as the needs of younger bicyclists who may cross while walking, and incorporate collision and location data to assist in identifying opportunities for pilot locations that could increase the walk to school mode share. • CE-1.13 Development Review Updates: Evaluate development review and roadway design by metrics that focus on safety risk, user comfort, and access for all users including pedestrians and bicyclists (such as kinetic energy risk, level of traffic stress, and travel time by mode). Clearly communicate to help residents understand why proactive enhancements to support low-stress network buildout may be needed. (2030 Comprehensive Plan Program T-1.17)
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 112 Packet Pg. 963 of 1165

3. Recommendations | 104
Community-Led and Cooperative:

Fostering community engagement and participation in promoting active transportation, supported by education, programming, and infrastructure investments, in a way that cultivates learning for all network users of all ages . • CC-1.1 Bicycle Lending Library: Partner with the
Palo Alto library and community partners with
space, capacity, and expertise to create a bicycle
lending library that enables residents to check
out different types of bicycles, supplies, including
trailers, and educational materials, including bike
blenders, bike trivia wheels, safety vests for events,
helmets and more; consult with agencies that have
implemented similar programs such as the City of
Oakland and San Mateo County Libraries.
• CC-1.2 TDM Pilot Program for City Employees:

Conduct a City of Palo Alto TDM pilot to improve
facilities and encourage employee use of active
transportation vehicles to reduce risk, given the
high percentage of city vehicles that are used
for <2 mile single occupant trips around town.

Determine how best to pilot and incentivize trips
to focus on both the right tool for the trip relative
to the distance. Provide access to different types
of bikes/trailers to support a wide range of users,
access to an improved storage facility, conduct
regular rides and safety trainings, ensure bicycles
are regularly maintained and that there are risk
management and anti-theft provisions to ensure
safety and security. (2030 Comprehensive Plan
Program T-1.1)
• CC-1.3 Long-Term Education Program: Create
a long-term education program to change the
travel habits of residents, visitors, shoppers, and
workers by informing them about transportation
alternatives, incentives, and impacts. Work with
the PAUSD and with other public and private
interests, such as the Chamber of Commerce
and Commuter Wallet partners, to develop and
implement this program.
• CC-1.4 Bike Education Program: Partner with
groups to advertise and carry out bike safety and
education classes in the city, including classes
oriented towards children, older adults, and nonEnglish speakers. Include driver education to encourage safer driving behavior, including in the
presence of bicycles.
• CC-1.5 Employee Education Program: Encourage
and fund the participation of employees working
on bicycle and pedestrian facilities in professional
organizations and conferences in order stay up-todate on the state of the practice and successes in other cities. Provide resources and support for
employees to further their education, develop
new skills, and keep up with changing patterns and
transportation technologies.
• CC-1.6 Interactive Map Tool: Update the City’s
website to enhance its static bicycle facility and
Safe Routes to School (SRTS) Suggested Walk & Roll
Route Maps with interactive mapping applications.

Work with PAUSD, PATMA, and other partners to
share this resource.
• CC-1.7 Community Rides Program: Partner with
organizations to lead all ages and abilities bicycle
rides throughout the calendar year, including rides
that utilize recently-implemented projects. (2030
Comprehensive Plan Program T1.16.4)
• CC-1.8 Valet Parking Program for Events:

Collaborate with Community Services Department
to partner with and budget for organizations to
provide bike parking and/or bike valet services at
City-sponsored or other large events.
• CC-1.9 Street Closures - Open Streets: Prioritize
street closures on areas located on the High Injury
Network (identified in the Safety Action Plan),
where high bicycle and pedestrian activity is
expected, and where there is community support.
(2030 Comprehensive Plan Program T1.16.2)
• CC-1.10 Street Closures - School Streets Pilot:

Implement a Street Closure - School Streets Pilot
Program that can be used to gather data and
outcomes that could then be applied to other
schools. Community input will be used to identify
locations for the pilot. School streets implement
timed closures that prevent vehicles from entering
the specified school zone. Restrictions are in place
for approximately 15 to 90 minutes during dropoff and pick-up times and is enforced using signage and physical barrier(s). During this time, only
pedestrians and cyclists can enter the School Street
zone, aside from exempt vehicles (e.g. residents
living in the zone).

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 113 Packet Pg. 964 of 1165

3. Recommendations | 105
• CC-1.11 Active Transportation Incentives Program:

Encourage PATMA to provide additional bicycle/
scooter incentives citywide.
• CC-1.12 Safe Routes to School: Enhance and sustain
the City/PAUSD/PTA/Youth community partnership
to reduce risk to students en route to and from
school, and encourage more families to choose
healthy, active, sustainable alternatives to driving
solo more often. Grow and strengthen communitywide support through the SRTS 6 E’s (Education, Encouragement, Engineering, Engagement,
Evaluation, and Equity) model for safe, active,
healthy, sustainable, school commutes. Aim to:
• Adopt and institutionalize key SRTS practices
and policies and gather best practices.
• Provide, expand, and enhance school and
community-based SRTS education programs
and materials.
• Promote and encourage use of the new traffic
garden at the Ventura Community Center to
enhance bike education.
• Expand and enhance encouragement programs
to communicate the value of SRTS.
• Gather data to assess and improve outcomes.
• Engineer routes to develop a more safe and
efficient network.
• Deepen awareness and engagement with City
staff, Council, and community representatives
to advance and institutionalize SRTS.
• Commit an equitable distribution of resources
to encourage broad community participation.
• Maintain a Secondary School SRTS Coordinator
to develop a youth SRTS program for grades
7-12
• CC-1.13 Safe Routes to School Action Plan
Updates: Review the Safe Routes to School 5-Year
Action Planning process or identify an alternative
process to support the development of future
program goals and objectives.7
• CC-1.14 Community Partnerships Program:

Consider establishing or working with existing
advocacy groups to reach out to local businesses or
groups to help support and promote walking and
bicycle-related projects and to maximize publicprivate funding opportunities such as development of bicycle or walking maps, path maintenance, and
installation of bike parking facilities on private
property. Explore a private bike parking subsidy
program.
• CC-1.15 Bike and Pedestrian Count Program:

Establish regular citywide bicycle and pedestrian
counts at key corridors, intersections, destinations,
and require that intersection traffic counts
collected for development projects’ transportation
studies include bicyclist and pedestrian volumes.

Utilize the counts collected in 2024 to establish a
baseline for select locations. Enhance bicycle count
efforts and collect more data to guide decisions by
installing permanent automatic counters along
key bikeways in representative locations. Using
bike counters with displays along popular routes
can encourage people to bike more often. (2030
Comprehensive Plan Program T1.16.1)
• CC-1.17 Performance Reporting Program: Collect
data and conduct analysis as part of periodic status
reports detailing the City’s performance in relation
to metrics recommended in this plan.
• CC-1.18 Community Feedback Program: Expand
survey efforts such as the Palo Alto Community
Survey and the Performance Reports and National
Citizen surveys to collect information related
to walking and bicycling facility quality, Plan
implementation, and programs.
• CC-1.19 Encouraging Community Cycling:

Continue City collaboration with local partners
to support and explore community-led cycling
events, such as Bike Palo Alto!, and participate in
regional initiatives like Bike to Work Day (BTWD) to
promote active transportation and increase rider
confidence. (2030 Comprehensive Plan Program
T1.16.4)
7 Palo Alto Safe Routes to School 2019 5-Year Action Plan: https:// www.paloalto.gov/files/assets/public/v/1/transportation/saferoutes-to-schools/five-year-work-plan_updated_dec-2020.pdf Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 114 Packet Pg. 965 of 1165

3. Recommendations | 106
Safe and Inclusive:

Prioritizing safety for all transportation network users regardless of age and ability, and ensuring equitable access to pedestrian and bicycle infrastructure across the community while reducing fatal and severe injury crashes . • SI-1.1 Institutionalize Safety: Via the 2025
Safety Action Plan, the City has committed to
reducing traffic fatalities and serious injuries on
the City’s roadways. Institutionalize safety into
all aspects of policies, planning, program, design,
implementation, and maintenance.
• SI-1.2 Safe Routes to Work, Shopping,
Downtown, Community Services,
and Parks: Where Walk and Roll Map Suggested
School Routes overlap with HIN, prioritize
speed management and pedestrian/bicycle
enhancements, especially at intersections:

FHWA Guide for Improving Pedestrian Safety at
Uncontrolled Crossing Locations, FHWA Improving
Intersections for Pedestrians and Bicyclists,
DIB 94, FHWA Safe System Approach for Speed
Management. Establish non-HIN routes as primary
access routes where possible and prioritize
improvements on access routes with speeds over
25 mph: AB 43, countermeasure toolbox, DIB 94
• SI-1.3 Review Protocols for Updating Suggested
Walk and Roll Maps: Develop protocols to review
the city’s walk and roll suggested routes to school
to proactively determine if traffic controls or other
engineering modifications may be needed to
improve student safety while walking, biking, and
rolling to school.
• SI-1.4 Speed Management Program: Implement a
proactive speed management program following
the FHWA Safe System Speed Management
Framework to guide location specific interventions
in all focus areas. Lower speed limits and design
speeds on streets within the bike network and
without separated bikeways to 25 mph or lower.
• SI-1.5 Lower Speed Limits: Explore the mechanism
to implement a potential policy of 20 mph or lower
speed limits on all bike boulevards.
• SI-1.6 Systemic Uncontrolled Crosswalk
Placement/Enhancement Program: Develop
a systemic uncontrolled crosswalk placement/
enhancement program for ped safety and
accessibility: DIB 94, FHWA Safe System Roadway
Design Hierarchy, FHWA Guide for Improving
Pedestrian Safety at Uncontrolled Locations.

Proactively design proposed crossings to provide
bicyclists and pedestrians with context-appropriate
facilities such as marked crossings, bike boxes, bike
signal heads, bike detection, and leading bicycle
intervals (LBIs)/leading pedestrian intervals (LPIs),
audible and/or countdown signals, accessible push
buttons, and curb ramps
• SI-1.7 Update Traffic Calming Program:

Systemically identify speed management needs
and opportunities (such as speed humps and
neighborhood traffic circle) and prioritize into
a yearly implementation program based on
kinetic energy risk, equity, proximity to schools,
community input, and similar factors. Most
funds should be programmed proactively,
but some can be reserved for quick response
discretionary purposes. Implement speed
management strategies to moderate vehicle
speeds to a contextually appropriate target
speed: AB 43, countermeasure toolbox, FHWA
Safe System Approach for Speed Management.

It is recommended that that the Traffic Control
Maintainer II position in Public Works (eliminated
during the pandemic) be restored, so City staff can
respond more quickly to add, maintain, or repair
roadway safety infrastructure such as delineators,
bollards, signage, guardrails, crash attenuators,
faded striping and curb paints, and other features.

When the City updates its Traffic Calming Policy,
the City should consider incorporating the Good
Streets approach within that effort.
• SI-1.8 Update Public Works Standard Drawings
and Specifications: Update Public Works Standard
Drawings and Specifications to align with Safe
System principles, including being consistent with
NCHRP 1036 and Caltrans DIB 94.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 115 Packet Pg. 966 of 1165

3. Recommendations | 107
• SI-1.9 Revisit Street Closure Policy: Revisit
Comprehensive Plan Policy T-4.1 (keeping all
neighborhood streets open as a general rule) to
consider the application of modal filters along bike
boulevards. The analysis required for this work
will be done as part of updating the traffic calming
program, and will be coordinated with the City
Planning & Development Services Department.
• SI-1.10 Review Comprehensive Plan Policies:

Review the City’s Comprehensive Plan policies
and identify those that may conflict with installing
certain bicycle and pedestrian infrastructure such
as modal filters. Develop a work plan to revisit
and potentially update the Comprehensive Plan
policies.
• SI-1.11 Near-Miss Reporting Program: Utilize
SafeTREC Street Story mapping portal (https://
streetstory.berkeley.edu/city/palo-alto) to enable
and encourage residents to provide information
on near-misses and other safety information that
would otherwise not be included in regularlyreported safety reports and statistics. • SI-1.12 The City’s Office of Transportation Traffic
Engineering Team: Add or reallocate staff to
administer quick build or traffic safety programs,
including coordination, evaluation, planning, and
engineering.
• SI-1.13 Prioritize Maintenance of Bicycle and
Pedestrian Facilities: Incorporate and prioritize
bicycle and pedestrian facility maintenance needs
into the City’s transportation maintance program
standards and funding. (2030 Comprehensive Plan
Program T1.16.2)
• SI-1.14 Prioritize Bikeways in the Repaving
Program: Prioritize repaving of new and existing
bikeways as part of the repaving program. (2030
Comprehensive Plan Program T1.19.1)
• SI-1.15 Bike Turnout Program: Seek to develop a
project to identify and install appropriate bicycle
turnouts for uphill reaches of two lane roads, such
as Page Mill Road.
• SI-1.16 Incorporate Pedestrian Improvements
Into Repaving Program: Change approach
to repaving program to include pedestrian
improvements including new sidewalks, sidewalk
widening, and curb extensions. This would require
additional funding and a change in City processes
for completing road and sidewalk repairs or
installations. (2030 Comprehensive Plan Program
T1.19.1, Program T1.19.2)
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 116 Packet Pg. 967 of 1165

3. Recommendations | 108
Connected and Accessible:

Featuring a convenient and interconnected network of sidewalks, bike lanes, and trails that provide efficient travel options and easy access to transit and important destinations, encouraging a shift away from driving and improving environmental health through lower vehicle miles traveled and reduced greenhouse gas emissions . • CA-1.1 Better Bikeways: Design and implement a
high-comfort “All Ages and Abilities” network by
utilizing modern best practices, such as NACTO
guidelines. This includes providing appropriate
facility widths, horizontal separation from vehicles,
and low-stress intersection treatments. Priority will
be given to safer crossings of major streets through
strategies such as dedicated signals, daylighting,
diverters or modal filters, pavement markings, and
protected intersections to accommodate the city’s
most vulnerable road users. (2030 Comprehensive
Plan Program T1-19, Policy T-3.5.1)
• CA-1.2 Bicycle and Pedestrian Capital
Improvement Program: Establish dedicated
funding for implementation of projects identified
in the Bicycle and Pedestrian Transportation Plan
Update and Pedestrian District Guidelines
• CA-1.3 Station Access Program: Coordinate
with Caltrain to deliver local station area access
improvements that meet universal design
principles such as curb ramps, tactile and audio
crossing cues, improved sidewalks, slower traffic
speeds, shorter crossing distances, and increased
crossing time. Partner with Caltrain to encourage
plans for low-stress active transportation facilities
to Caltrain stations, and coordinate to ensure that
grade separation projects adjacent to stations
reflect multi-modal access needs.
• CA-1.4 Signal Modification Program: Incorporate
the crossing needs of bicyclists and pedestrians and
encourage safe driver behavior when reviewing
and adjusting signal timing at City traffic signals.

Consider adding “Bicycle Detected” signal heads
to recommended bike routes intersecting with
arterials.
• CA-1.5 Bicycle Detection Pilot Project: Implement
innovative “blue light” (or other) bicycle detection
indicators and signs at complex bicycle crossings.
• CA-1.6 Update CIP Funding to Prioritize Bicycle
and Pedestrian Access and Route: Allocate
funding and prioritize implementation of BPTP
projects as part of the City’s Capital Improvement
Program (CIP). May include bike routes, streets on
HIN, equity considerations: BPTP, HIN, East Palo
Alto Walk and Roll Routes, Palo Alto Population
Below Poverty, Palo Alto Transit Corridors. Ensure
funding is allocated beyond signing/striping so
intersections are also addressed through these
projects: FHWA Guide for Improving Pedestrian
Safety at Uncontrolled Crossing Locations, FHWA
Improving Intersections for Pedestrians and
Bicyclists. CIP Projects will align with Safe System
Approach: FHWA Safe System Roadway Design
Hierarchy, CIP Implementation Guidance.
• CA-1.7 Identify Funding Opportunities: Continue
to monitor federal, state, and regional funding
opportunities to augment local funds to implement
recommended walking, biking, and rolling
improvements.
• CA-1.8 Establish Dedicated Funding Source:

Establish dedicated funding for citywide walking
and bicycling facilities and supporting infrastructure
such as bike parking in the City’s CIP.
• CA-1.9 Quick-Build Program: Implement quickbuild pilot/trial projects of the Plan’s walking and bicycling infrastructure recommendations.
• CA-1.10 First/Last mile connection to Caltrain
stations: Implement bikeways with connections to
Caltrain stations to promote access.
• CA-1.11 Existing Trail Access Improvements:

Enhance on-street intersections along the existing
trail network, key existing bridge/overpass
approaches, and school route shared use paths,
to improve ADA access, bikeway connectivity, and
convenience for all users. Priority upgrades include:
modifying or replacing substandard safety corrals
with bollards and associated striping/signage;
installing accessible curb ramps and regrading
poor transitions; pedestrian-scaled lighting;
installing high visibility crosswalks at key locations; and landscaping maintenance/
removal.
•
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 117 Packet Pg. 968 of 1165

3. Recommendations | 109
• CA-1.12 Evaluate Existing Crosswalks: Evaluate
crosswalks on Arastradero Road near Arastradero
Preserve and bring infrastructure to current
standards, if needed.
• CA-1.13 Safe Routes for Private Schools: Continue
providing offerings for all community members,
such as the Palo Alto Biccyle Safety Park and online
resources, that can help private schools direct their
resources to support their local Safe Routes to
School engagement efforts. (2030 Comprehensive
Plan Program T1.16.3)
• CA-1.14 Sidewalk Gap Closure Program:

Implement a program to fill sidewalk and other
pedestrian facility gaps along key pedestrian
routes, such as along school commute routes,
transit access routes, across barriers, and around
other key destinations.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 118 Packet Pg. 969 of 1165

3. Recommendations | 110
Integrated and Collaborative:

Collaborating with neighboring cities to create a seamless, integrated, and efficient regional network of pedestrian and bicycle infrastructure.
• IC-1.1 Update Municipal Code to Revise Walking,
Biking, and Rolling Guidance: Review the City’s
municipal code and ordinances to remove language
that can discourage walking, biking, and rolling
(such requirements to report secondhand bike
purchases to the police department). Update code
to align with State guidelines and create consistent
language (e.g., for bike access on bridges, over and
underpasses).
• IC-1.2 Regional Network: Continue to consult
with other agencies on bicycle and pedestrian
improvement projects that abut or intersect
jurisdictional boundaries to ensure consistency in
facilities, in support of commute and recreational
users, including Cities (East Palo Alto, Menlo Park,
Los Altos, Los Altos Hills, and Mountain View),
Counties (Santa Clara and San Mateo), Caltrans,
and Caltrain. Partner with Stanford University, VTA,
and adjacent jurisdictions to develop a connected
network prioritizing access while minimizing
distance between regional access points.
• IC-1.3 PABAC Structure: Work with the Palo
Alto Pedestrian and Bicycle Advisory Committee
(PABAC) to evaluate existing role and structure,
discuss membership and the potential to include
members and/or liaisons from local non-profit
organizations, advocacy groups, transportation
management associations, City committees, and
other groups, and propose changes that increase
efficiency and effectiveness of the committee.
• IC-1.4 Effective Regulation and Education on
E-bikes: Advocate for comprehensive statewide
regulations and safety initiatives, including
mandatory safety courses, stricter age restrictions
and helmet laws, public awareness campaigns,
to ensure the responsible use of electric-bikes
bicycles, electric scooters, and other electric
mobility devices.
• IC-1.5 Electric Bicycle Engagement Strategy:

Partner with groups to advertise and carry out
standardized, best practice informed, League
Cycling Instructor (LCI)-led e-bike safety and
education classes in the city. Pending policy
changes at the state and local level, this may include
prioritizing classes oriented towards children,
youth older adults, and non-English speakers.
• IC-1.6 Electric Bicycle Management Strategy:

Work with PAUSD on strategies for electric bicycle
management at school sites, including potential
parking restrictions, to get ahead and develop
regulations where possible for the City (and not
preempted by the State). This is of particular
importance given research indicating that the rate
of e-bike crashes is nine times higher for youths
than for people over 20 years old. The City’s
Safe Routes to School program emphasizes risk
reduction as it’s primary goal by encouraging and
recommending parents purchase a conventional
pedal bicycle for their students to develop better
biking skills to become better cyclists as adults. For
decades, Palo Alto’s Safe Routes to School program
has emphasized risk reduction as its primary goal.

In a community like Palo Alto, where more than
forty percent of secondary students bicycle to
school, promoting e-cycle use may have serious
safety consequences other communities may not
experience. Palo Alto’s local SRTS program will
continue to strike a balance between education
and promotion by providing cursory e-cycle safety
information to PAUSD 5th and 6th grade students.
• IC-1.7 Discouraging Driver Speeding: Work with
Palo Alto Police Department and other partners
when implementing and publicizing engineering,
education, and enforcement efforts discouraging
vehicle speeding near schools and high-injury
locations in the city, particularly.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 119 Packet Pg. 970 of 1165

3. Recommendations | 111
• IC-1.8 Caltrans Coordination: Work with Caltrans
to streamline permitting and integrate connected
bikeways into Caltrans projects. Improve bikeway
design approaching and crossing Caltrans facilities.
• IC-1.9 Implementation Updates: Work with other
jurisdictions and agencies to ensure that new or
upgraded facilities are reflected in each agencies’
respective bikeway maps and applications.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 120 Packet Pg. 971 of 1165

4. Implementation and Funding | 112

4. IMPLEMENTATION

AND FUNDING
112
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 121 Packet Pg. 972 of 1165

4. Implementation and Funding | 113
This chapter provides an overview of the project delivery process, project prioritization process, project cost estimates, and identifies funding sources to advance implementation.

4.1 Project Delivery Process
This 2026 BPTP adopts a long-range vision for Palo Alto’s pedestrian and bicycle networks. With implementation of the Complete Vision Network recommendations, every resident in Palo Alto would have access to low-stress, comfortable bikeways that connect to major destinations throughout the City, along with connected sidewalks and frequent and appropriate crossing locations and designs. The recommendations included in 2026 BPTP could require further project-specific planning, data collection, analysis, public engagement, and engineering design before they can be implemented. Some portions of these networks will be implemented in the near-term (less than 10 years), while other recommendations are expected to be advanced beyond that timeframe. Implementation of the recommend network and programs may occur in phases over time and would be dependent on available resources.

When considering when and how to implement these
projects, the City incorporates design requirements,
including maintaining access for people with disabilities, maintaining access for emergency responders,
preserving access for utilities and maintenance, and
meeting stormwater requirements, among other
considerations. As projects advance to design, studies
that consider the inclusion of bikeways or other rightof-way reallocations will be evaluated and potential trade-offs, such as repurposing of parking or travel
lanes will be reviewed. The project development
process generally consists of:
• Project development, scoping, funding. As the first
phase in the development of projects, the City
conducts meetings with key stakeholders to define
the scope of the project and identify funding
opportunities.
• Concept design. Concept design includes
identification of a preferred alternative for approval
by City Council. This stage typically includes
collecting traffic, safety, parking, and operations
data and analyzing the data to understand
existing conditions, and potential concept design
alternatives. Key studies would be conducted
to understand the project benefits and impacts.

Community engagement would be conducted as
part of this effort to identify a preferred design.
• Detailed engineering design. After designs are
approved by City Council, detailed engineering
will be conducted to answer remaining technical
questions, develop accurate cost estimates, finalize
the funding plan, and solicit construction bids.
• Construction. Following award of the construction
contract, the project will be built with notification
to affected residents, property owners, and
businesses.

Certain long-term projects may be advanced through
quick-build interim improvements, allowing the City to
deliver early benefits while funding, design, and other challenges are being resolved. Quick-build strategies—
such as paint-and-post treatments, curb extensions,
or temporary traffic calming measures—can provide
immediate safety and mobility enhancements
at relatively low cost. In addition, quick-build
implementation offers an opportunity to test design
concepts, gather real-time performance data, and
evaluate community feedback. This phased approach
enables the City to strengthen community buy-in,
refine project elements, and build momentum toward
full implementation.

Project Initiation & Scoping
Concept Design Engineering
Construction
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 122 Packet Pg. 973 of 1165

4. Implementation and Funding | 114

4.2 Project Prioritization
Prioritization Framework
Project prioritization helps direct the City’s resources and develop a near-term list of improvements. This 2026 BPTP prioritizes intersections and bikeway corridors, studies, and special projects, for implementation over the next ten years. An initial prioritization was conducted to develop scores for each roadway segment in Palo Alto based on quantitative criteria to assess the level of alignment with the objectives of safety and connectivity. Projects that scored higher than 70 points were advanced to supplemental evaluation along with a subset of additional projects selected for further review. The supplemental evaluation considered project readiness, project cost, and project support to determine the top priority projects for near-term implementation.

Table 9 presents recommend prioritization factors and evaluation criteria. The project prioritization included two stages of evaluation. The initial evaluation quantitively prioritizes projects based on the safety and connectivity factors. The second stage (supplemental evaluation) involved the consideration of three feasibility-oriented factors of project readiness, project cost and funding opportunities, and project support. (Only the projects that scored 70 or more points in the Initial Evaluation advance to the Supplemental Evaluation and those that are on the LowStress Network are considered for near-term implementation.) Table 9: Prioritization Factors and Evaluation Criteria

PRIORITIZATION FACTOR CRITERIA
Initial Evaluation
Safety
High-Injury Corridors
Recommended SRTS Suggested Walk & Roll
Route Maps
Connectivity Bicycle Level of Traffic Stress
Access to Transit
Supplemental Evaluation*
Project Cost and Funding
Project Readiness High, Medium and Low
Project Support
Note: * Only the projects that scored 70 or more points in the Initial Evaluation advance to the Supplemental Evaluation.

Additionally, the list of near term implementation projects was revised based on the feedback from the community and the City Council to prioritize the high-comfort, low-stress, tree-lined streets to encourage the interested but concerned users. Appendix A has the complete list of projects that includes the prioritization scores and the initial and supplemental evaluations.

Near-Term Implementation
The 2026 BPTP focuses staff resources to make incremental progress on the highest priority locations shown in Table 10 (not a ranked list), representing 25 priority bicycle projects for a total of 19 miles of enhancements on the network. Initially, projects scoring above 70 under the evaluation criteria were considered for near-term implementation; however, based on guidance from City staff, City Council, and community feedback, the list was refined. The remaining bicycle projects would be considered for long-term implementation. Figure 19 shows the near-term bikeway projects.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 123 Packet Pg. 974 of 1165

4. Implementation and Funding | 115
Table 10: Near-Term Bicycle Projects

PROJECT
NUMBER

PROJECT

NAME DESCRIPTION GENERALIZED COST JUSTIFICATION
SUP_1
Quarry
Road Transit
Connection
Project
Construct extension and upgrade existing
trail from the intersection with El Camino
Real to the Palo Alto Transit Center and
Mitchell Lane as part of the Quarry Road
Transit Connection Project.
$$
High level of project
readiness and strong
community support,
improves access to
transit.

SUP_14
Bol Park Path
- Chimalus
Path Spur
Continue to work with the community to
explore the feasibility of a Chimalus Path
connection from the Bol Park Path to El
Camino Real.
$$$
High level of
community interest,
provides low-stress
route to multiple
destinations.

SB_11a
Middlefield
Road
Separated
Bikeway
Connection
to Menlo
Park
Construct a new separated bikeway from
Menlo Park to Everett Ave to allow for
intercity connectivity.
$$$
Addresses a highstress street and
high injury corridor
and provides a key
regional connection.

SB_11c
Middlefield
Road
Separated
Bikeway
Construct a new separated bikeway from
California Avenue to Loma Verde Drive. $$$
Addresses a high
stress street, high
injury corridor
and provides a key
regional connection.

SB_12
Homer
Avenue
Separated
Bikeway
Upgrade a painted bike lane to a buffered
or separated bikeway on north side and
Extend the separated bikeway on south
side on Homer Avenue from Alma Street to
Bryant Street.
$$$
Closes key gap in
the network and
enhances access to
Homer Tunnel.

SB_18
East/West
Meadow
Drive
Separated
Bikeway
Upgrade a painted bike lane to separated
bikeway on West Meadow Drive from El
Camino Way to Alma street and continue
onto East Meadow Drive from Alma Street
to Fabian Way. Consider raised crossings
to slow traffic and create safer crossings
for students. Coordinate with Study_4: E.

Meadow & Bryant St. Crossing Feasibility
Study.
$$$
Addresses a highstress street and
high injury corridor
and provides a key
regional connection.

SB_19
Alma Street
Separated
Bikeway -
South
Construct a new one-way separated
bikeway on each side of the road Alma
Street from East East Charleston Road to
San Antionio Road to connect with Central
Expresssway in Mountain View. Lane
reconfiguration needed to create space for
separated bikeway with quick-build or civil
reconstruction to create raised cycle track
in long term.
$$$
Addresses a highstress street and
high injury corridor
and provides a key
regional connection
and connection to
San Antonio Caltrain
Station. Opportunity
to advance planning
and design through
the San Antonio
Road Area Plan.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 124 Packet Pg. 975 of 1165

4. Implementation and Funding | 116

PROJECT
NUMBER

PROJECT

NAME DESCRIPTION GENERALIZED COST JUSTIFICATION
SB_20a
San Antonio
Avenue
Separated
Bikeway
Construct a new separated bikeway along
San Antonio Avenue frontage street from
Alma Street to Middlefield Road.
$$$
Addresses a high
stress street and
high injury corridor
and provides a key
regional Connection.

Opportunity to
advance planning
and design through
the San Antonio
Road Area Plan.

SB_20b
San Antonio
Road
Separated
Bikeway
Construct a new separated bikeway along
San Antonio Road from Middlefield Road
to East Bayshore Road. Request new
developers to reconstruct street according
to new design. Coordinate with the City’s
San Antonio Area Planning efforts and
with surrounding towns to create smooth
transition between cities.
$$$
Addresses a high
stress street and
high injury corridor
and provides a key
regional Connection.

Opportunity to
advance planning
and design through
the San Antonio
Road Area Plan.

SB_20c
San Antonio
Road
Separated
Bikeway into
Mountain
View
Construct a new separated bikeway along
San Antonio Road from Mountainview,
along the overcrossing to Middlefield Road.
$$$
Addresses a high
stress street and
high injury corridor
and provides a key
regional Connection.

Opportunity to
advance planning
and design through
the San Antonio
Road Area Plan.

SB_23
Fabian Way
Separated
Bikeway
Coordinate with the existing South Palo
Alto Bikeways Demonstration Project as
part of the Palo Alto Safety Action Plan.

Upgrade painted bike lane to buffered and/
or separated bikeway along Fabian Way
from East Meadow Drive until Charleston
Road to separate road users and create
a more low-stress route for school
commutes. Lane reconfiguration needed.
$$$
Addresses a highstress street and
high injury corridor
and provides a key
regional connection.

Opportunity to
advance planning
and design through
the San Antonio
Road Area Plan.

BLVD_2
Bryant
Street Bike
Boulevard
Downtown
Access
Project
Install traffic diverters, speed bumps,
traffic circles, or other similar interventions
on Bryant Boulevard between Embarcadero
Road and downtown. Include consideration
of a turn restriction from Embarcadero
Road going northbound onto Bryant
Boulevard.
$$
Upgrades priority
corridor on the low
stress network.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 125 Packet Pg. 976 of 1165

4. Implementation and Funding | 117

PROJECT
NUMBER

PROJECT

NAME DESCRIPTION GENERALIZED COST JUSTIFICATION
BLVD_15
Cowper
Street Bike
Boulevard
Upgrade a bike route to a bike boulevard
on Cowper Street from Addison Avenue
until East Meadow Drive. Install raised
crossings at Hoover Park. Implement
traffic calming elements and wayfinding
along route and gateway treatments at
intersections. Coordinate with BLVD_
CROSSING_12 at Cowper/Embarcadero.
$$
Upgrades priority
corridor on the low
stress network.

BLVD_16
Colorado
Avenue Bike
Boulevard
Implement a new bike boulevard on
Colorado Avenue from Bryant Street until
Middlefield Road. Coordinate with Cowper
Street Bike Boulevard project (BLVD_15).

Implement traffic calming elements and
wayfinding along route and gateway
treatments at intersections.
$$
Upgrades priority
corridor on the low
stress network.

BLVD_18
Bryant -
Nelson
- Carlson -
Mackay Bike
Boulevard
Upgrade a bike route to a bike boulevard
on a circuitous route from on Bryant
Street and connecting streets from East
Meadow Drive along Nelson Drive and
Mackay Road to San Antonio Road with an
improved crossing at San Antonio Road/
Mackay Road-Nita Avenue. Implement
traffic calming elements and wayfinding
along route and gateway treatments
at intersections. This project will be
coordinated wtih the Cubberley Master
Plan and San Antonio Road Area Plan.
$$
Upgrades priority
corridor on the low
stress network.

BLVD_20
Maybell
- Donald -
Georgia Bike
Boulevard
Upgrade a bike route and construct a new
bike boulevard along Maybell Avenue
from El Camino Real to Arastradero
Road via Donald Drive and Georgia Ave.

Implement traffic calming elements along
route to slow down traffic and implement
wayfinding signs along route indicating
locations such as the Gunn High School
Bike Path. Consider gateway treatments at
the Arastradero Road entrances. Connect
with the Arastradero Road Separated
Bikeway project.
$$
Upgrades priority
corridor on the low
stress network and
implements a Safe
Routes to School
priority project.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 126 Packet Pg. 977 of 1165

4. Implementation and Funding | 118

PROJECT
NUMBER

PROJECT

NAME DESCRIPTION GENERALIZED COST JUSTIFICATION
BLVD_22
Park
Boulevard
Bike
Boulevard
Create a bike boulevard on Park Boulevard
(Castilleja) from Churchill Avenue to E
Charleston Road and continuing onto
Maclane Street, Wilkie Way and Miller
Avenue to Mountain View, with a spur to El
Camino Real via Monroe Drive and Cesano
Street, and a connection to El Camino Way
buffered bike lane via James Road. Maintain
existing bike lanes on Park Boulevard
between Castilleja/Peers Park and Page Mill
Road, yet implement separated bikeways
(Class IV) on the segment between Page
Mill Road and Lambert Avenue, per the
adopted 2024 North Ventura Coordinated
Area Plan (NVCAP). Implement traffic
calming elements along the route including
speed humps or bumps and pinch points.

Consider modal filter or other intersection
treatment at the West Meadow Drive and
West Charleston crossings. Coordinate with
Wilkie Way Crossing with West Charleston
Road Bike Boulevard Crossing Project (BLVD_
CROSSING_3). Incorporate landscaping and
green infrastructure features such as tree
wells and plantings in bulbouts.
$$
Upgrades priority
corridor on the low
stress network.

BLVD_24
Portage
- Olive -
Ash Bike
Boulevard
under
NVCAP
Proposed bike boulevards on Portage
Avenue, Olive Avenue, and Ash Street per
the adopted 2024 North Ventura Corridor
Area Plan.
$$
Adds new
connection and
coordinates
with planned
development.

BBL_2
Newell Road
Buffered
Bike Lane
Upgrade painted bike lane to a
buffered bike lane on Newell Road from
Embarcadero Road to Channing Avenue.

Requires parking removal to create more
comfortable conditions. Coordinate with
the Embarcadero Road separated bikeway
project to create a safe intersection crossing.
$
Upgrades priority
corridor on the low
stress network.

BBL_4
El Camino
Way
Buffered
Bike Lane
Upgrade El Camino Way to a buffered
bike lane from Los Robles Avenue to
Maybell Avenue. Parking removal needed.

Intersection improvement and wayfinding at
the intersection with West Meadow Drive to
connect to the separated bikeway and Wilkie
Way bike boulevard. Coordinate with major
intersection improvement at El Camino
Real and Maybell Avenue intersection and
new bike boulevard. Alternatively, consider
one-way traffic on El Camino Way to retain
parking and accommodate buffered bike
lanes.
$
Upgrades a key
route parallel to
El Camino Real to
provide a low stress
connection.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 127 Packet Pg. 978 of 1165

4. Implementation and Funding | 119

PROJECT
NUMBER

PROJECT

NAME DESCRIPTION GENERALIZED COST JUSTIFICATION
BBL_7
Cambridge
Avenue
Buffered
Bike Lane
Stripe a buffered bike lane on Cambridge
Avenue and Yale Street from Park Boulevard
to California Avenue, crossing El Camino
Real. This is an alternate route for use when
California Ave is occupied with community
events.
$
Provides low stress
connection and
alternate route
for through traffic
during community
events.

BBL_8
California
Avenue
Buffered
Bike Lane
Upgrade painted bike lane to a buffered
bike lane on California Avenue from El
Camino Real to Hanover Street. Parking
reconfiguration needed to create space for
buffered bike lanes. Coordinate with the El
Camino Separated Bikeway project and the
Hanover Street Buffered Bike Lane project
to create smooth intersection crossings.
$
Upgrades priority
corridor and
coordinates with
adjacent projects to
maximize benefits of
investment.

BBL_9
Amaranta -
Coulombe
Buffered
Bike Lane
Stripe a buffered bike lane on Amaranta
Avenue and Coulombe Avenue from Los
Robles Avenue to Arastradero Road. Consider
design details appropriate for a more rural
neighborhood context. Coordinate with
Arastradero Road Separated Bikeway
to create a safe intersection crossing
and consider installing bike boxes and
treatments to support bicyclists turning to/
from Arastradero Road.
$
Upgrades priority
corridor on the low
stress network.

BL_5
Stanford
Avenue
Bike Lane
connection
to Hanover
Upgrade bike route and sharrows to painted
bike lane on Stanford Avenue from Harvard
Street to Dartmouth Street. Connect to
existing bike lanes on Stanford Avenue
and new Bike Boulevard on Hanover
Street. Coordination needed with Stanford
University and Escondido Elementary
School. Consider a study of impacts of no
left turns on to Escondido Road and Hanover
Street.
$
Upgrades priority
corridor on the low
stress network.

BL_6
California
Avenue Bike
Lane
Paint a bike lane on California Avenue
from the Caltrain station to Birch Street.

Coordinate with California Avenue
Streetscape project. Consider reorientation
of parking stalls to create more space for
bicycling.
$
Upgrades priority
corridor on the
low stress network
and provides key
connection to
Caltrain Station.

Source: Kittelson & Associates, 2025
Note: The planning level rough order of magnitude costs have been estimated and generalized costs, are presented as follows:
$Less than $500,000
$$$500,001-$1,500,000
$$$More than $1,500,000
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 128 Packet Pg. 979 of 1165

4. Implementation and Funding | 120
In addition to the recommended bicycle network projects, the following 24 intersection and crossing projects should be considered for near-term implementation and are listed in Table 11. Table 12 lists additional priority projects, including special initiatives such as the Hamilton Avenue Pedestrian Signal Heads and the Ellen Fletcher Bicycle Boulevard Project, which are intended to encourage walking and cycling. It also includes three studies that will further evaluate feasibility and identify specific improvements through more detailed analysis. Of these, nine projects are on either the bicycle or pedestrian HIN. Figure 19 shows the near-term intersection and crossing projects.

Table 11: Priority Intersection and Crossing Projects

PROJECT

NUMBER PROJECT NAME DESCRIPTION GENERALIZED COST JUSTIFICATION CROSSING_1
Seale Avenue Bike/
Ped Undercrossing
for the Churchill
Avenue Grade
Separation
Initiate the design
process to construct an
undercrossing of Caltrain
and Alma Street at Seale
Avenue or similar as part
of and in advance of the
Churchill Grade Separation.
$$$
Supports the
Caltrain Grade
Separation project.

CROSSING_9
Matadero
Creek Highway
101 Seasonal
Undercrossing
"Convert the existing Santa
Clara Valley Water District
(SCVWD) maintenance road
along Matadero Creek
under Highway 101 to a
seasonal public trail with
reconfiguration of the
approaches and addition
of lighting, railings and
signage. Constructing
the new undercrossing
and other improvements
will help implement the
Matadero Creek Trail/
Midtown Connector
project.1
$$$
Implements the
Matadero Creek
Trail/Midtown
Connector, a
community
supported priority
project.

CROSSING_10
Midtown Bicycle
and Pedestrian
Undercrossing
Construct a new bicycle and
pedestrian undercrossing
of Caltrain/Alma Street in
the vicinity of El Dorado
Avenue and enhance
neighborhood approaches,
per Council direction. This
project implements the
South Palo Alto Bike/Ped
Connectivity Project and
closes a 1.3 mile gap in the
City's bicycle and pedestrian
network by providing a new
east-west connection under
the Caltrain tracks between
California Avenue and
Meadow Drive.
$$$
Close a 1.3 mile
gap in the network
and provide a new
low-stress crossing
under the Caltrain
tracks. Provides
connections to
schools and other
key destinations.
1 This project is on VTA’s Measure B Bike/Ped Candidate Project List, titled “Matadero Creek Trail and Undercrossing at US 101: https://www. vta.org/projects/funding/2016-measure-b#accordion-bicycle---pedestrian Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 129 Packet Pg. 980 of 1165

4. Implementation and Funding | 121

PROJECT

NUMBER PROJECT NAME DESCRIPTION GENERALIZED COST JUSTIFICATION BLVD_
CROSSING_1
Chaucer Street
crossing of University
Avenue
Configure the approaches
of Chaucer street with bike
boxes to prioritize people
riding bicycles on this
Bicycle Boulevard route.
$$ Addresses a highstress crossing.

BLVD_
CROSSING_2
Carlson Circle
Crossing of E
Charleston Rd
Configure the approaches
of Carlson Circle with bike
boxes to prioritize people
riding bicycles on this
Bicycle Boulevard route.
$$ Addresses a highstress crossing.

BLVD_
CROSSING_3
Wilkie Way Crossing
of West Charleston
Road
Coordinate with Wilkie
Way Crossing with West
Charleston Road Bike
Boulevard Crossing Project
(BLVD_CROSSING_3).
$$ Addresses a highstress crossing.

BLVD_
CROSSING_4
Cowper Street
Crossing of East
Meadow Drive
Construct jogged
connection from Mitchell
Park Path to Cowper Street
Integrate with East Meadow
Street bikeway upgrades.
$$ Addresses a highstress crossing.

BLVD_
CROSSING_5
Seale Avenue Bike
Boulevard Crossing of
Middlefield Road
Construct a low-stress
crossing of Middlefield
Road to encourage yielding
to bicyclists on this Bicycle
Boulevard route. Consider
a full intersection median
to filter out auto traffic on
Seale Ave.
$$ Addresses a highstress crossing.

BLVD_
CROSSING_7
Greer Road Crossing
of Embarcadero Road
Configure the approaches of
Greer Road with bike boxes
to prioritize people riding
bicycles on this Bicycle
Boulevard route.
$$ Addresses a highstress crossing.

BLVD_
CROSSING_8
St. Francis Drive
crossing of
Embarcadero Road
Configure the approaches of
St. Francis Drive with bike
boxes to prioritize people
riding bicycles on this
Bicycle Boulevard route.
$$ Addresses a highstress crossing.

BLVD_
CROSSING_10
Bryant St crossing of
E Meadow Dr
Enhance the crossing of East
Meadow Dr with a median
island, flashing beacon or
hybrid beacon.
$$ Addresses a highstress crossing.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 130 Packet Pg. 981 of 1165

4. Implementation and Funding | 122

PROJECT

NUMBER PROJECT NAME DESCRIPTION GENERALIZED COST JUSTIFICATION BLVD_
CROSSING_11
Nelson Dr crossing of
E Charleston Rd
Enhance the crossing of East
Chareleson with a bike box
and crossing markings for
clear connection between
the pathway and bike
boulevard.
$$ Addresses a highstress crossing.

BLVD_
CROSSING_12
Cowper Street
Crossing of
Embarcadero Road
Construct a low-stress
crossing of Embarcadero
Road at Cowper Street
to allow bicycles to cross
through. Drivers would
be allowed to make right
turns onto Cowper Street
from Embarcadero but
would not be able to turn
left or cross through onto
Cowper Street. Consider
signalization.
$$ Addresses a highstress crossing.

INTERSECTION_1
Page Mill Road
and Hanover
Street Intersection
Improvement
Construct protected
intersection design features
to improve safety and
comfort of this intersection.

Consider implementing No
Turn on Red restrictions.
$$$ Addresses a highstress crossing.

INTERSECTION_2
West Meadow
Drive and El Camino
Way Intersection
Improvement
Construct protected
intersection design features
to improve safety and
comfort of this intersection.
$$$ Addresses a highstress crossing.

INTERSECTION_3
Quarry Road
and El Camino
Real Protected
Intersection
Construct a protected
intersection at Quarry Road
and El Camino Real as part
of the Quarry Road Transit
Connection project.
$$$ Addresses a highstress crossing.

INTERSECTION_5
California Avenue
and El Camino
Real Protected
Intersection
Construct protected
intersection design features
to improve safety and
comfort of this intersection.

Coordinate with regional
transit agencies to
install additional transit
improvements.
$$$ Addresses a highstress crossing.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 131 Packet Pg. 982 of 1165

4. Implementation and Funding | 123

PROJECT

NUMBER PROJECT NAME DESCRIPTION GENERALIZED COST JUSTIFICATION INTERSECTION_6
Park to Serra
Protected
Intersection
Construct a protected
intersection to support
circulation between Park
Avenue, Serra Avenue bike
lanes, El Camino Real, the
Serra Avenue pathway, and
the Stanford Perimeter
Trail. Project will require
coordination with Stanford
University and Caltrans.
$$$ Addresses a highstress crossing.

INTERSECTION_7
E Charleston Road
and San Antonio
Road Intersection
Construct protected
intersection design features
to improve safety and
comfort of this intersection
in coordination with future
bikeway upgrade projects.
$$$ Addresses a highstress crossing.

INTERSECTION_8 E Charleston Road
and Middlefield Road
Construct protected
intersection design features
to improve safety and
comfort of this intersection
in coordination with future
bikeway upgrade projects.
$$$ Addresses a highstress crossing.

INTERSECTION_9 Maybell Avenue and
El Camino Real
Construct protected
intersection design features
to improve safety and
comfort of this intersection
in coordination with future
bikeway upgrade projects.
$$$ Addresses a highstress crossing.

INTERSECTION_10
Embarcadero Road
and El Camino
Real Protected
Intersection
Construct protected
intersection design features
to improve safety and
comfort of this intersection
in coordination with future
bikeway upgrade projects.
$$$ Addresses a highstress crossing.

INTERSECTION_11
Quarry Road
and Arboretum
Road Protected
Intersection
Construct protected
intersection design features
to improve safety and
comfort of this intersection
in coordination with future
bikeway upgrade projects.
$$$ Addresses a highstress crossing.

INTERSECTION_12 San Antonio Road
and Middlefield Road
Construct protected
intersection design features
to improve safety and
comfort of this intersection
in coordination with future
bikeway upgrade projects.
$$$ Addresses a highstress crossing.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 132 Packet Pg. 983 of 1165

4. Implementation and Funding | 124
Table 12: Other Priority Projects

PROJECT
NUMBER

PROJECT

NAME DESCRIPTION GENERALIZED COST JUSTIFICATION
CS_1
California
Avenue
Community
Street
Community Street design on California
Avenue from Birch Street to El Camino
Real to align with the California Avenue
Streetscape project.
$
Implements
community street
design on a priority
corridor.

Study_2
Embarcadero
Road Corridor
Study
Following the recommendations of the
Palo Alto Safety Action Plan, conduct a
corridor study to understand potential
safety countermeasures for use on
Embarcadero Road. This will determine
the feasibility of the full corridor
Embarcadero Road Separated Bikeway
project.
$
Addresses a highstress street and
high injury corridor
and provides
a key regional
connection.

Study_4
Bryant Blvd
& E Meadow
Crossing
Feasibility
Study
Assess the feasibility of a traffic
signal or other crossing treatment to
facilitate crossings of the Bryant Street
Bicycle Boulevard. This study would
be coordinated with SB_18 and BLVD_
CROSSING_10.
$
Addresses a high
stress crossing of a
primary bike route.

Study_5
Cal Ave Station
Gap Closure
project
Explore ways to connect Cal Avenue
Station over Oregon Expwy to Page
Mill Road, over the Page Mill Rd Bridge
or via a new connection along the
railroad.
$$
Closes key gap in
the network and
enhances access to
California Avenue
Caltrain Station.

SpecProj_1
Hamilton Ave
Pedestrian
Signal Heads
Install pedestrian signal heads on
Hamilton Ave in downtown. $$$
Implements
pedestrian
improvements in
an area of high
activity.

SpecProj_3
Ellen Fletcher
Bike Blvd
Project
Ellen Fletcher Bike Blvd. Project: Work
with the Palo Alto Art Center and
local volunteers to assign a historic
designation to the Fletcher Bicycle
Boulevard as the first in the US. Explore
collaboration with Palo Alto History
Museum. Provide an interactive
art installation/digital signage at
the El Carmelo/Bryant Bridge that
identifies the number of daily cyclists
and provides useful education and
encouragement messages. Examples
are in Fremont. Consider synching
with apps like Strava for additional
feedback.
$
Celebrates
the work and
accomplishments
of an important
historic figure.

SpecProj_4
Stanford
Avenue
Pedestrian
Crossing
Improvements:
multiple
locations
Construct pedestrian crossing and
traffic calming improvements along
Stanford Avenue between El Camino
Real and Bowdoin Street. Treatments
may include curb extensions, raised
crossings, median islands, leading
pedestrian intervals, and other
elements to support safer crossings.
$$
Addresses highstress crossings and
improves access to
key destinations.

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 133 Packet Pg. 984 of 1165
125
_`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave
Seale Ave
Moreno Ave
Park Blvd
Arastradero Rd
Everett Ave
Boyce Ave
Welch Rd
Churchill Ave
Porter Dr
Olive Ave
Cambridge Ave
La Donna Ave
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
Recommended Near-Term Improvements
Class I - Shared Use Path
Class IIa - Bike Lane
Class IIb - Buffered Bike Lane
Class IIIb - Bike Boulevard
Class IV - Separated Bikeway
Recommended Bike Blvd Crossing
Recommended Intersection
Improvement
Recommended Ped/Bike Bridge or
Underpass
City of Palo Alto
Railroad
Caltrain Stop
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 19: Recommended Near-Term Projects
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 134 Packet Pg. 985 of 1165

4. Implementation and Funding | 126

4.3 Cost Estimates
Generalized cost estimates for bicycle facilities are
presented using a simple **$ to $$$** scale to
communicate relative order-of-magnitude costs rather
than precise estimates. This approach reflects the early planning nature of these concepts and acknowledges
that final costs can vary widely based on corridor
conditions, right-of-way constraints, drainage, utilities, materials, and the extent of supporting infrastructure.

Lower-cost ($) projects typically involve striping,
signage, while mid-range ($$) projects may include
traffic calming elements, and some signal and curb
modifications. Higher-cost ($$$) projects generally
require substantial capital investment, such as curb
relocation, concrete barriers, drainage improvements,
or full roadway and signal reconstruction. This cost
framework is intended to support comparison and
prioritization, with more detailed cost estimates
developed as projects advance through design.

4.4 Funding Sources
Bicycle and pedestrian projects can be funded through
a range of local, regional, state, and federal sources. To enhance its competitiveness for these funds, the City
of Palo Alto should ensure its projects align with the
core goals of the funding programs—typically centered
on equity, safety, sustainability, and connectivity.

Besides dedicated funding sources, some bicycle and
pedestrian projects can be implemented by integrating
project elements into streets scheduled for repaving
through the City’s five-year paving plan.

Certain grants such as Transportation Fund for Clean
Air (TFCA) require a project to reduce motor vehicle
emissions or traffic congestion to be eligible for
funding.1
All near-term implementation projects
identified in the 2026 BPTP meet this criterion, as they were prioritized for their ability to improve access to transit and encourage mode shift. Similarly, the Active Transportation Program (ATP) requires applicants
to show public health, safety, and greenhouse gas
reduction benefits, as well as evidence of strong
community engagement.2
The near-term projects
satisfy these requirements, having received broad
community support while advancing health, safety,
and sustainability outcomes.

Project readiness is another key factor; projects that
have completed environmental clearance, secured
right-of-way, and are close to being shovel-ready are
often prioritized. In addition, strong support from
key agency partners such as VTA, Caltrans, schools,
nonprofit organizations, and neighboring jurisdictions
can significantly strengthen a project’s application.
1 Bay Area Air District. TFCA Regional Fund. Accessed from https://www.baaqmd.gov/funding-and-incentives/fundingsources/regional-fund 2 California Transportation Commission. Active Transportation Program. Accessed from https://catc.ca.gov/programs/activetransportation-program Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 135 Packet Pg. 986 of 1165

4. Implementation and Funding | 127
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 136 Packet Pg. 987 of 1165

5. Conclusion | 128

5. CONCLUSION
128
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 137 Packet Pg. 988 of 1165

5. Conclusion | 129
Safe
and
Inclusive
Connected
and
Accessible
CommunityLed and
Cooperative
Comfortable
and
Enjoyable
Integrated
and
Collaborative
The Plan provides for both near-term and long-term investment in infrastructure, programs, and policies to support the Plan’s vision and objectives. Together, these components create a comprehensive approach that will guide, prioritize, and implement a network of quality bicycle and pedestrian facilities to improve mobility, connectivity, and public health throughout Palo Alto.

The 2026 Bicycle and Pedestrian Transportation Plan promotes and encourages active and sustainable transportation in Palo Alto and establishes the City’s vision and comprehensive approach to improving conditions for walking, biking, and rolling. The vision is a universally accessible, safe, convenient, and integrated system that promotes walking and biking for people of all ages and abilities. The Plan’s performance measures allow for the ongoing tracking of progress towards implementation of the five objectives:

Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 138 Packet Pg. 989 of 1165
Exhibit A
Item 24
Attachment A - Resolution
Approving the 2026 Bicycle
and Pedestrian
Transportation Plan
(including the Plan itself)
Item 24: Staff Report Pg. 139 Packet Pg. 990 of 1165
PABAC’s Requested Changes to the Final 2026 BPTP and City Staff’s Response PABAC’s Requested Change City Staff Response

1. Policy & Programmatic Amendments
a. Amend SI-1.9: Street Closure Policy: On page
107 and on Appendix C: Amend SI-1.9
description to include the following language:

Clarify Comprehensive Plan Policy T-4.1 with
PABAC’s recommended language: “Keep all
neighborhood streets open as a general rule.

Street closures may be considered when such
closure will enhance safety or will increase use
of active transportation modes.”
Not recommended. PABAC recommended
a formal amendment due to concerns that
T-4.1 might inadvertently block modal
filters on bike boulevards or school routes.

Staff has reexamined T-4.1 and finds that
an amendment is unnecessary. Modal
filters do not close streets as defined by
the California Vehicle Code; they safely
manage and reroute traffic under the clear
authority of Comp Plan Policies T-4.2 and
T-4.3.
b. Bicycle Friendly Street Design: In the Final Plan’s
Policies and Programs section (3.4): Include a
new policy that reads: In accordance with
Comprehensive Plan Policy T-3.5 (When
constructing or modifying roadways, plan for
use of the roadway by all users), include a
directive that the City should affirm that all City
streets—not only designated bikeways—should
be bike friendly streets to the extent possible.

This includes exploring speed limits, traffic
calming, restriping, and parking removal on nonbikeway streets to accommodate cyclists whose origins/destinations lie outside the designated
network.

Not recommended. The City’s Complete
Streets Policy1 addresses this concern.
c. Class IV and Class I Implementation Guidance:

In the Final Plan’s Policies and Programs section
(3.4): Include a new policy that reads: The City
should implement Class IV separated bikeways
and Class I multi-use paths adjacent to roadways
with caution. Evaluation must prioritize
mitigating potential turning conflicts at
driveways/intersections (especially for e-bikes)
and ensuring facilities do not introduce new
hazards that cannot be reasonably mitigated.

Not recommended. The City’s
commitment to a Safe Systems Approach
as well as best practices and use of
context-sensitive designs will address this
concern.
d. Enhancement of Education (Program CC-1.4):

Rewrite CC-1.4 (Bike Education Program) on
page 104 and on Appendix C to read: The City
should take further steps to develop and partner
with groups to advertise and carry out bike
safety and education classes in the city,
Agreed. Staff will incorporate the
requested change into the Adopted Final
Plan.
1 City of Palo Alto, California. Complete Streets Policy (Resolution 9562). November 30, 2015. https://www.paloalto.gov/files/assets/public/v/1/transportation/misc-transportation/resolution-9562_complete-streets-policy.pdf Item 24
Attachment B - PABAC’s
Requested Changes to the
Final Plan and City Staff’s
Response
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PABAC’s Requested Change City Staff Response
including classes oriented towards children,
older adults, and non-English speakers. Include
driver education to encourage safer driving
behavior, including in the presence of bicycles.
e. Removal of Program CE-1.10: On page 102 and
on Appendix C, remove reference to "Bike Racks
on Buses" as VTA’s Wheels On The Bus program
is not currently being implemented.

Agreed. Staff will incorporate the
requested change into the Adopted Final
Plan.

2. Project-Specific Modifications
a. Project SB_19 (Alma Street Separated Bikeway
South): Rewrite project description to read:

Evaluate the feasibility of a two-way separated
cycle track on Alma Street from San Antonio
Road to E. Meadow Drive.

And remove the project from the Plan’s Nearterm project list Agreed. Staff will include the requested
text in the project description as another
option to consider, instead of replacing
the existing text, for the Adopted Final
Plan.

Not recommended. Staff does not
recommend removing the project from
the near-term project list since it aligns
with the San Antonio Road Area Plan
recommendations and Council’s recent
action to use TDA3 monies to expedite
construction of the South Palo Alto
Bikeways Demonstration project from E.

Meadow Dr. to Fabian Way, which
connects to this recommended project.
b. Project SB_20c (San Antonio Road Separated
Bikeway): Amend the project description and
scope to focus instead on a joint planning effort
with the City of Mountain View to develop a
high-capacity facility serving the Caltrain Station,
connecting through to the San Antonio Shopping
Center via Pachetti Way and California Street
Agreed. Staff will amend the project
description as follows: Construct a new
separated bikeway along San Antonio
Road from Middlefield Road to Mountain
View either along the Caltrain
overcrossing or via other connections
through to the San Antonio Shopping
Center via Pacchetti Way and California
Street.

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Attachment B - PABAC’s
Requested Changes to the
Final Plan and City Staff’s
Response
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City Council Requested Changes Incorporated Into the Final Plan City Council’s Requested Change The Document Change

1. Proactively addressing the rapid growth of e-bikes/e-motos a. Include efforts to proactively
address the rapid growth of ebikes and e-motos in future facility design, programmatic,
and educational efforts.

The Final Plan incorporates several policies and programs related to e-bicycles and e-motoes, including:

1. CC-1.4: Bike Education Program

2. IE-1.4: Effective Regulation and Education on Ebikes

3. IC-1.5: Electric Bicycle Engagement Strategy

4. IC-1.6: Electric Bicycle Management

2. Ensure seamless alignment with other key City efforts a. Ensure the 2026 BPTP
recommendations align with
other recent and ongoing key
City efforts. This includes
enhanced alignment with the
San Antonio Road Area Plan,
the North Ventura
Coordinated Area Plan
(NVCAP), the Cubberley
Master Plan, and the South
Palo Alto Bike/Ped
Connectivity Project.

The Final Plan ensures alignment with other relevant or current City efforts, by:

1. Creating a Bicycle Friendly Zone around the
neighborhood block of Cubberley Community Center
and Mitchell Park & Community Center

2. Prioritizing active transportation projects along San Antonio Road (SB_20 series) and a portion of Alma
Street (SB_19) near the San Antonio Caltrain Station

3. Prioritizing NVCAP recommendations for Ash St., Olive Ave., and Portage Ave. via project BLVD_24

4. Reflecting Council’s recent decision to advance El
Dorado Avenue for the “Midtown Bicycle and
Pedestrian Undercrossing.” (CROSSING_10)

3. Review Comprehensive Plan Policies that may limit future safety improvements a. Include a directive to evaluate
2030 Comprehensive Plan
policies that could impede the
implementation of critical
safety projects, particularly on
bicycle boulevards.

The Final Plan includes the following Comprehensive Planrelated policies:

1. SI-1.9: Revisit Street Closure Policy (Comprehensive Plan Policy T-4.1)—Staff will remove SI-1.9 from the
Adopted Final Plan since it is no longer needed per City staff review.1

2. SI-1.10: Review Comprehensive Plan Policies

3. CE-1.3: Vertical Curb Standard

4. Project-Specific Modifications
a. Middlefield Road: Instead of
corridor wide improvements,
prioritize improvements along
segments of Middlefield
Avenue that provide access to
key destinations, such as
commercial centers and
schools. Also, focus on
segments that connect the
The Final Plan prioritizes key segments only rather than corridor-wide improvements. Projects SB_11a and SB_11c
on the near-term list prioritize a separated bikeway from Menlo Park to Everett Avenue for intercity connection and from California Avenue to Loma Verde Drive to make
improvements around a school and shopping center.
1 In May 2026, City staff reexamined 2030 Comprehensive Plan Policy T-4.1 and found that a policy amendment is not necessary to implement modal filters since modal filters do not close streets as defined by the California Vehicle Code; and safely manage and reroute traffic under the clear authority of 2030 Comprehensive Plan Policies T-4.2 and T-4.3.

Item 24
Attachment C - City Council
Requested Changes
Incorporated Into the Final
Plan
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City Council’s Requested Change The Document Change
City’s activity centers to
neighboring jurisdictions.
b. Prioritize the Bol Park PathChimalus Drive Easement (SUP_14) to support the
Midtown Bicycle and
Pedestrian Undercrossing
Project (CROSSING_10).

The Bol Park Path-Chimalus Drive Easement Shared Use
Path project (SUP_14) is on the Final Plan’s Near-term
Project List.
c. Enhance the connection for
students and other cyclists
heading to and at the
Churchill/Alma railroad
crossing.

The Final Plan includes a new project on the list, SB_24:

Churchill Avenue Separated Bikeway from Alma Street to
Bryant Street, including incorporating a bike box and No Turn on Red When Children are Present restrictions at
Churchill/Alma; and a traffic circle at Churchill/Bryant. d. Prioritize additional safe routes
to schools.

The Final Plan prioritizes additional projects along safe routes to school corridors: BLVD_20 (Maybell-GeorgiaDonald Bike Boulevard), BBL_2 (Newell from Embarcadero Road to Channing Avenue), and BLVD_16 (Colorado Ave
Bike Boulevard).
e. Support for the Cowper Street
Bike Boulevard project
(BLVD_15), with a request to
extend project boundaries past
Embarcadero Road if the Plan
also incorporates an
intersection signalization
project at
Cowper/Embarcadero.

The Final Plan extends the project boundaries for the
Cowper Street Bike Boulevard (BLVD_15) to be from
Addison Avenue to E. Meadow Drive, including a new Bike Blvd. intersection improvement project
(BLVD_CROSSING_12) that considers signalization at
Cowper/Embarcadero. Both projects are on the Final Plan’s Near-term Project List.

5. Programmatic-Specific Modifications
a. Include exploring a private bike
parking subsidy program and
providing more driver
education in the Programs &
Policies section.

The Final Plan includes CC-1.14: Community Partnerships Program that includes exploring a private bike parking
subsidy program, and CC-1.4: Bike Education Program that calls out driver education to encourage safer driving
behavior.
b. More pedestrian-focused
recommendations.

The Final Plan has several policies and programs related to pedestrian improvements, including:

1. SI-1.13: Prioritize Maintenance of Bicycle and
Pedestrian Facilities

2. SI-1.16: Incorporate Pedestrian Improvements Into
Repaving Program

3. CA-1.2: Bicycle and Pedestrian Capital
Improvement Program

4. CA-1.14: Sidewalk Gap Closure Program

5. CE-1.2: Implement Pedestrian District Guidelines
and Toolbox
Item 24
Attachment C - City Council
Requested Changes
Incorporated Into the Final
Plan
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4. Implementation and Funding | 115
Table 10: Near-Term Bicycle Projects

PROJECT
NUMBER

PROJECT

Meadow & Bryant St. Crossing Feasibility
Study.
$$$
Addresses a highstress street and
high injury corridor
and provides a key
regional connection.

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Recommended Near-term
Improvement Projects
Tables
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4. Implementation and Funding | 116

PROJECT
NUMBER

PROJECT

Opportunity to
advance planning
and design through
the San Antonio
Road Area Plan.

SB_23
Fabian Way
Separated
Bikeway
Coordinate with the existing South Palo
Alto Bikeways Demonstration Project as
part of the Palo Alto Safety Action Plan.

Opportunity to
advance planning
and design through
the San Antonio
Road Area Plan.

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Recommended Near-term
Improvement Projects
Tables
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4. Implementation and Funding | 117

PROJECT
NUMBER

PROJECT

BLVD_16
Colorado
Avenue Bike
Boulevard
Implement a new bike boulevard on
Colorado Avenue from Bryant Street until
Middlefield Road. Coordinate with Cowper
Street Bike Boulevard project (BLVD_15).

Implement traffic calming elements and
wayfinding along route and gateway
treatments at intersections.
$$
Upgrades priority
corridor on the low
stress network.

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Recommended Near-term
Improvement Projects
Tables
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4. Implementation and Funding | 118

PROJECT
NUMBER

PROJECT

BBL_2
Newell Road
Buffered
Bike Lane
Upgrade painted bike lane to a
buffered bike lane on Newell Road from
Embarcadero Road to Channing Avenue.

BBL_4
El Camino
Way
Buffered
Bike Lane
Upgrade El Camino Way to a buffered
bike lane from Los Robles Avenue to
Maybell Avenue. Parking removal needed.

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Recommended Near-term
Improvement Projects
Tables
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4. Implementation and Funding | 119

PROJECT
NUMBER

PROJECT

BL_6
California
Avenue Bike
Lane
Paint a bike lane on California Avenue
from the Caltrain station to Birch Street.

Source: Kittelson & Associates, 2025
Note: The planning level rough order of magnitude costs have been estimated and generalized costs, are presented as follows:
$Less than $500,000
$$$500,001-$1,500,000
$$$More than $1,500,000
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Recommended Near-term
Improvement Projects
Tables
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In addition to the recommended bicycle network projects, the following 24 intersection and crossing projects should be considered for near-term enhancements and are listed in Table 11. Table 12 lists additional priority projects, including special initiatives such as the Hamilton Avenue Pedestrian Signal Heads and the Ellen Fletcher Bicycle Boulevard Project, which are intended to encourage walking and cycling. It also includes three studies that will further evaluate feasibility and identify specific improvements through more detailed analysis. Of all these, nine projects are on either the bicycle or pedestrian HIN. Figure 19 shows the near-term bikeway, intersection and crossing projects.

Table 11: Priority Intersection and Crossing Projects

PROJECT

CROSSING_10
Midtown Bicycle
and Pedestrian
Undercrossing
Construct a new bicycle and
pedestrian undercrossing
of Caltrain/Alma Street in
the vicinity of El Dorado
Avenue and enhance
neighborhood approaches,
per Council direction. This
project implements the
South Palo Alto Bike/Ped
Connectivity Project and
closes a 1.3 mile gap in the
City's bicycle and pedestrian
network by providing a new
east-west connection under
the Caltrain tracks between
California Avenue and
Meadow Drive.
$$$
Close a 1.3 mile
gap in the network
and provide a new
low-stress crossing
under the Caltrain
tracks. Provides
connections to
schools and other
key destinations.
1 This project is on VTA’s Measure B Bike/Ped Candidate Project List, titled “Matadero Creek Trail and Undercrossing at US 101: https://www. vta.org/projects/funding/2016-measure-b#accordion-bicycle---pedestrian Item 24
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Improvement Projects
Tables
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4. Implementation and Funding | 121

PROJECT

BLVD_
CROSSING_10
Bryant St crossing of
E Meadow Dr
Enhance the crossing of East
Meadow Dr with a median
island, flashing beacon or
hybrid beacon.
$$ Addresses a highstress crossing.

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Recommended Near-term
Improvement Projects
Tables
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4. Implementation and Funding | 122

PROJECT

INTERSECTION_1
Page Mill Road
and Hanover
Street Intersection
Improvement
Construct protected
intersection design features
to improve safety and
comfort of this intersection.

Consider implementing No
Turn on Red restrictions.
$$$ Addresses a highstress crossing.

INTERSECTION_5
California Avenue
and El Camino
Real Protected
Intersection
Construct protected
intersection design features
to improve safety and
comfort of this intersection.

Coordinate with regional
transit agencies to
install additional transit
improvements.
$$$ Addresses a highstress crossing.

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Recommended Near-term
Improvement Projects
Tables
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PROJECT

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Improvement Projects
Tables
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Table 12: Other Priority Projects

PROJECT
NUMBER

PROJECT

SpecProj_1
Hamilton Ave
Pedestrian
Signal Heads
Install pedestrian signal heads on
Hamilton Ave in downtown. $$$
Implements
pedestrian
improvements in
an area of high
activity.

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Recommended Near-term
Improvement Projects
Tables
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125
_`101
¦§¨280
∙þ82
Middlefield Rd
Alma St
Bryant St
Hamilton Ave
University Ave
Lytton Ave
Addison Ave
Newell Rd
Channing Ave
Sand Hill Rd
Cowper St
Embarcadero Rd
Louis Rd
Oregon Expy
California Ave
California Ave
Page Mill Rd
Colorado Ave
Loma Verde Ave
Meadow Dr
El Dorado Ave
Charleston Rd
Fabian Wy
San Antonio Rd
Bayshore Rd
Greer Rd
El Camino Real
Los Robles Ave
Wilkie Wy
Arastradero Rd
Foothill Expy
Hanover St
Hillview Ave
Junipero Serra Blvd
Stanford Ave
Ross Rd
Matadero Ave
Maybell Ave
Homer Ave
Colorado Ave
El Camino Real
Miller Ave
Central Expy
Middlefield Rd
Kingsley Ave
Seale Ave
Moreno Ave
Park Blvd
Arastradero Rd
Everett Ave
Boyce Ave
Welch Rd
Churchill Ave
Porter Dr
Olive Ave
Cambridge Ave
La Donna Ave
EAST

PALO ALTO MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

PALO ALTO
MENLO
PARK

STANFORD

UNIVERSITY
LOS
ALTOS

MOUNTAIN
VIEW

LOS ALTOS
HILLS

PALO ALTO

PORTOLA
VALLEY
F
Recommended Near-Term Improvements
Class I - Shared Use Path
Class IIa - Bike Lane
Class IIb - Buffered Bike Lane
Class IIIb - Bike Boulevard
Class IV - Separated Bikeway
Recommended Bike Blvd Crossing
Recommended Intersection
Improvement
Recommended Ped/Bike Bridge or
Underpass
City of Palo Alto
Railroad
Caltrain Stop
Data Sources: City of Palo Alto, MTC, Kittelson
0 1 2
Miles
As of 9/1/2025
Figure 19: Recommended Near-Term Projects Item 24
Attachment E -
Recommended Near-term
Improvement Projects Map
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City Council
Staff Report
From: City Manager
Report Type: INFORMATIONAL REPORT
Lead Department: Administrative Services
Meeting Date: June 15, 2026
Report #2512-5697
TITLE
Third Quarter Fiscal Year 2026 Financial Status Report

RECOMMENDATION
This report is informational and does not require action by the City Council.

EXECUTIVE SUMMARY
The purpose of this report is to provide the City Council with information on the financial status of the City’s General Fund and Enterprise Funds through the end of the third (3rd) quarter of Fiscal Year (FY) 2026 (January 1, 2026, through March 31, 2026). The figures presented in this report are unaudited.

Third-quarter results for the General Fund are consistent with historical trends, and it is expected that the fund will meet the adjusted budget. Staff will continue to review revenues and expenditures against the budget and bring forward information, when available, regarding budget-to-actual variances. As of the end of March, 67.4% of the adjusted revenue budget (before operating transfers) was received and 75.3% of the adjusted expenditure budget (including pre-encumbrances and encumbrances, before operating transfers) was spent.

Revenues typically trend lower than 75% in the third quarter primarily due to seasonality of the City’s major tax revenues, specifically property tax and sales tax. Property and sales tax revenues are received unevenly throughout the year, with property tax distributions from the County occurring primarily in the second through fourth quarters. Sales tax revenues reflect seven months of collections due to consistent timing lags in the State’s collection and distribution process. Additional details regarding seasonality and timing are included in the General Fund Property Tax and Sales Tax sections in this report.

General Fund expenditures through the third quarter are below the prior fiscal year and are currently projected to remain within the FY 2026 Adjusted Budget. A portion of the year-overyear decrease in salaries and benefits is attributable to timing and accounting allocation differences related to pension and medical benefit costs rather than year-over-year reduction Item A
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in operational expenditures. In FY 2025, certain employee benefit allocations were recognized later in the fiscal year, whereas FY 2026 reflects a more consistent quarterly allocation methodology. These timing differences are expected to normalize through year-end and are not anticipated to materially impact total annual expenditure levels.

The Budget Stabilization Reserve (BSR) is $53.8 million and is projected to remain at this level through year end, which is 17.2% compared to the Adopted Budget. This level is slightly below Council’s 18.5% target, but it is within the policy’s 15-20% range.

A majority of the Enterprise Funds reported a positive change in net position through the third quarter of FY 2026, which is expected because of increases in the FY 2026 rates to replenish reserves. The Electric and Fiber Optic funds reported a lower positive change in net position compared to the prior year due to higher capital spending for the electric grid modernization and fiber-to-the-premises projects. In total, Enterprise Funds increased by $10.9 million, or

16.3%, compared to the same period in the prior fiscal year, with results varying across funds.

Refer to the Enterprise Fund section for more details.

BACKGROUND
Staff provides quarterly financial reports to ensure visibility of the City’s financial status. Staff previously provided the Mid-Year Budget Review in February 20261, which reported the financial status of major funds and the Capital Improvement Program as of the second quarter (Q2) and recommended adjustments to the Adopted Budget. This third quarter financial report covers financial activity for the period July 1, 2025 through March 31, 2026, and compares results to the same period in the prior fiscal year and to the FY 2026 Adjusted Budget. In the discussion of the major tax revenue categories below, staff generally indicates how each category is trending compared to the adjusted budget. This report serves as a financial status update and does not include any budgetary adjustments for FY 2026.

ANALYSIS
General Fund
The General Fund 3rd Quarter Financial Report (Attachment A) contains a summary of major General Fund revenues by source and expenditures by department and the comparison between the FY 2026 Adopted Budget and Adjusted Budget. The Adjusted Budget column includes prior year commitments that were carried forward into FY 2026 and the City Council approved amendments to the FY 2026 Adopted Budget Year-to-Date (YTD).

Revenue Highlights for FY 2026 3rd Quarter YTD
The Adjusted Budget for Revenues and Other Sources (excluding Operating Transfers-in) totals $262.0 million, reflecting a $7.7 million (2.9%) decrease from the FY 2026 Adopted Budget of 1 February 23, 2026 Council Meeting Item #8, Report # 2512-5662:
https://recordsportal.paloalto.gov/WebLink/DocView.aspx?id=86652&dbid=0&repo=PaloAlto&searchid=40c482af -1ed8-49eb-b477-c51c9088ae03
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$269.7 million. The net reduction is primarily driven by a $9.0 million decrease in Sales Tax and a $1.3 million decrease in Property Tax, partially offset by increases in revenue from other agencies (+$1.5 million), permits and licenses (+$0.4 million), and charges for services (+$0.2 million), along with (+$0.5 million) modest gains in business tax and other revenues. This decrease includes reappropriations, encumbrances, and budget amendments. These changes can be viewed on City’s website3.

Revenue collected before Operating Transfers-in, totaled $176.6 million, or 67.4% of the adjusted budget, a 6.7% increase compared to $165.5 million collected through the third quarter of the prior fiscal year.

Table 1 highlights the City’s major revenue sources for the 3rd Quarter Year-To-Date (YTD), compared to the same period of the prior fiscal year. Revenues are expressed as a percentage of the Adjusted Budget.

Table 1: General Fund Revenue
3 Budget Adjustments and Monitoring
https://www.cityofpaloalto.org/Departments/Administrative-Services/Budget-Adjustments-and-Monitoring Revenues FY 2026 Inc / (Dec) % change FY 2026 % FY 2025 % Property Tax $41,741 ($2,185) -5.0% $72,327 57.7% $68,319 64.3% Charges for Services 29,793 4,956 20.0% 44,499 67.0% 39,112 63.5% Sales Tax 21,925 1,314 6.4% 27,377 80.1% 35,588 57.9%
Transient Occupancy Tax 18,619 1,310 7.6% 29,139 63.9% 28,345 61.1% Utility User Tax 15,267 1,101 7.8% 21,437 71.2% 21,489 65.9% Permits, Licenses and Other Fees 8,819 2,130 31.8% 11,065 79.7% 10,877 61.5% Documentary Transfer Tax 6,599 1,185 21.9% 8,542 77.3% 8,550 63.3% Business Tax 3,540 851 31.6% 6,738 52.5% 5,250 51.2%
All Other Revenue Sources 30,270 406 1.4% 40,869 74.1% 43,259 69.0% Total Revenue $176,573 11,068 6.7% $261,993 67.4% $260,789 63.5% $165,505 6,689
5,414
29,864
2,689
24,837
17,309
14,166
$43,926
20,611
3rd Quarter Actuals Adjusted Budget
FY 2025
FY 2026 3rd Quarter YTD
(000's)
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Property Tax
At the close of the 3rd quarter, property tax revenue receipts were $41.7 million, or 57.7% of the adjusted budget, and a decrease of 5.0% over the same period in the prior fiscal year due to timing differences in recording revenue. Based on remittances received from Santa Clara County, after adjusting for these timing differences the underlying property tax revenues through April are 4.6% above prior year levels. Property tax revenues are received from the County of Santa Clara during the second, third, and fourth quarters of the calendar year. The compounded annual growth rate (CAGR) over the 5-year and 10-year periods for this revenue source is 6.3% and 7.4%, respectively.

At the FY 2026 Mid-Year review, the property tax revenue estimate was reduced by $1.3 million, from $73.6 million to $72.3 million, to align with the County of Santa Clara’s secured roll and assessed valuation data. With this adjustment, Property Tax revenues are still projected to increase year over year, though at a more moderate level than the Adopted Budget. Based on 3rd quarter results and County projections issued in May 2026, revenues are expected to meet the revised year-end estimate.

A portion of Excess Educational Revenue Augmentation Fund (ERAF) distributions remains subject to State audit findings on calculation methodology. Approximately 18% of Excess ERAF is considered at risk. To mitigate these potential losses, the City budgets excess ERAF net of the amount at risk and reserves at-risk amounts when received. The ERAF Reserve balance is $7.1 million as of June 30, 2025, with an additional contribution of approximately $1.5 million anticipated in FY 2026 based on current estimates. As of the publication of this report, the court judgment remains pending.

Sales Tax
Due to the timing of sales tax collection and distribution by the California Department Tax and Fee Administration (CDTFA), third quarter sales tax only reflects seven months of sales activity (through January) and does not represent the full three quarters of the fiscal year. Actual yearend performance will be known in August.

As of the third quarter, sales tax revenue totaled $21.9 million, 80.1% of the adjusted budget, and a $1.3 million or 6.4% increase, compared to the same period in the prior fiscal year.

At the FY 2026 Mid-Year review, the sales tax revenue estimate was reduced by $9.0 million (estimated $5 million ongoing and $4 million one-time), from $36.4 million to $27.4 million, to reflect with an updated allocation methodology used by CDTFA, particularly affecting leasing and new auto sales.

Year-to-date revenues reflect a higher percentage of the adjusted budget and are above prior year levels. However, these results are influenced by the Mid-Year budget adjustment, timing differences between sales activity and revenue distributions, and one-time prior period adjustments associated with the revised allocation methodology, rather than a clear change in underlying economic activity. The timing and implementation of these changes remain Item A
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uncertain and will continue to affect both the level and timing of reported revenues during the current fiscal year.

Staff will continue to monitor revenues and CDTFA updates through year-end. Given the pending one-time prior period adjustment, staff may recommend options to set aside funding, as appropriate.

Transient Occupancy Tax (TOT)
TOT revenues reached $18.6 million at the end of the 3rd quarter, a $1.3 million or 7.6% increase over the prior fiscal year and 63.9% of the adjusted budget. Consistent with prior financial reporting, actuals are expected to meet or exceed the budget. Performance continues to be supported by hotel operating metrics; through March, the average Occupancy Rate is 84% (compared to 69.8% in the prior fiscal year), and the average room rate is $265.02 (compared to $269.55 in the prior fiscal year). The 3rd quarter revenue estimates represent approximately

7.5 months of TOT receipts due to timing delays in receipts of up to 1.5 months. Reported receipts through February are $20.2 million, a $1.8 million or 9.8% increase over the same period in the prior year.

Utility User Tax (UUT)
UUT revenues total $15.2 million at the end of the 3rd quarter, a $1.1 million or 7.8% increase over the prior fiscal year and 71.2% of the FY 2026 Adjusted Budget. The increase is primarily driven by the FY 2026 adopted utility rate increases, normal fluctuation in utility consumption, and billing cycles. Staff will continue to monitor collections throughout the remainder of the fiscal year.

Documentary Transfer Tax
Cash receipts totaled $6.6 million, 77.3% of the FY 2026 Adjusted Budget and $1.2 million or

21.9% higher than prior fiscal year receipts for the same period. This revenue source is highly variable, as collections depend on both the number and value of property transactions. Recent increases reflect higher transaction activity, with relatively stable home prices. Based on the receipts collected to date, the number of transactions increased by 18.5% compared to the prior fiscal year’s 3rd quarter, while the median price for single family residential homes has increased slightly to $3.7 million compared to $3.6 million in the prior year. Staff continues to monitor these receipts closely due to fluctuations that can occur from changing market conditions.

Business Tax
Cash receipts totaled $3.5 million, 52.5% of the FY 2026 Adjusted Budget. This is consistent with historical collection patterns and reflects the timing of quarterly Business Tax payments, which are received in arrears. Businesses are required to file business tax quarterly, but it is due the first day of the following quarter and is delinquent 30 days later. The expectation is that the adjusted budget will be realized.

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The tax was effective in January 2023, with a discounted rate through January 2025 at 50% or

3.75-cents per square foot per month. The full rate was assessed starting January 2025 at 7.5- cents per square foot per month. The tax has an annual cap of $0.5 million per business and both the rate and the cap are increased by 2.5% annually beginning FY 2027. FY 2026 represents the full fiscal year in which the Business Tax is fully phased in at the voter approved rate.

Charges for Services
This revenue category includes charges to Stanford University for fire and communication services, paramedic services, fees related to the City’s golf course, recreational classes and programs, zoning and building plan checks, and the rental registry. As of the 3rd quarter of FY 2026, revenues totaled $29.8 million, up by $5.0 million or 20.0% over the same period in the prior fiscal year. The year-over-year increase was primarily driven by:
• Zoning, inspection, and plan check fees: $2.2 million increase • Paramedic service fees: $1.8 million increase (reflecting the new first responder fee and an increased number of transports)
• Recreation, programming, drop-in admissions, golf tournament and driving range fees:
$0.7 million increase
• Stanford communication and fire service fees: $0.5 million increase • Rental registry fee: $0.2 million increase
At the FY 2026 Mid-Year review, the revenue budget was revised upward by $0.2 million from $44.3 million to $44.5 million. Staff anticipate that actual year-end revenue will meet this adjusted budget.

Permits, Licenses, and Other Fees
Revenue in this category increased by $2.1 million, largely attributed to robust demand in new building construction. Declines across several smaller permit categories partially offset gains, with overall growth driven by concentrated new construction activity.

Expense Highlights for FY 2026 3rd Quarter YTD
Overall General Fund expenditures are currently expected to remain within FY 2026 Adjusted budget levels of $290.3 million (excluding transfers to infrastructure or other funds). General Fund expenditures (excluding operating transfers) for the third quarter are 2.9% lower than the prior fiscal year and are tracking at $197.2 million or 67.9% of the Adjusted Budget (excluding encumbrances). It is important to note that the tables in this report do not include preencumbrances and encumbrances, whereas Attachment A does include encumbrances.

Attachment A includes the encumbrances to identify the commitments against appropriations, while the tables in this report include actual expenditures. The decrease in expenses is primarily due to overall lower salaries and benefits (related to timing of pension accrual accounting) and contract services.

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As of April 2026, the citywide vacancy was 117.50 positions or 10.6% vacancy rate. See Table 2 below for more detailed information regarding citywide vacancies by department. All recruitments are subject to review and approval by the Hiring Review Committee and further consideration of governmental efficiencies.

Table 2 Citywide Vacancies by Department

Table 3 highlights General Fund expenditures by department for the 3rd quarter of FY 2026, compared to the same period in the prior fiscal year. Year-to-date expenditures are presented as a percentage of the respective fiscal year’s Adjusted Budget.

Table 3: General Fund Expenditures

As of March 2026, total expenditures represent 67.9% of the adjusted budget compared to

69.2% during the same period in FY 2025. The lower expenditures are mainly attributable to salaries and benefits costs, including pension and medical contributions, in addition to lower contracted legal services and settlement expenses. The variance in pension and medical costs is Department General Fund Other Funds Grand Total
Administrative Services Department 7.0 2.5 9.5
City Managers Office 1.0 0.0 1.0
Community Services Department 5.0 0.0 5.0
Fire Department 9.0 0.0 9.0
Human Resources Department 0.0 1.0 1.0
Information Technology Department 0.0 2.0 2.0
Library Services Department 6.0 0.0 6.0
Office of Transportation 4.0 1.0 5.0
Planning and Development Services 4.0 0.0 4.0
Police Department 13.0 0.0 13.0
Public Works Department 4.0 19.0 23.0
Utlities Department 0.0 39.0 39.0
Grand Total 53.0 64.5 117.5
Vacancy % 8.6% 13.0% 10.6%
Vacancy % (without Public Safety) 6.5%
Expenditures FY 2026 FY 2025 Inc/(Dec) % change FY 2026 % FY 2025 % Police 44,243$ 45,946$ (1,703)$ -3.7% 58,966$ 75.0% 58,608$ 78.4% Fire 44,959 43,900 1,059 2.4% 60,223 74.7% 56,530 77.7% Community Services 31,800 29,290 2,510 8.6% 44,825 70.9% 42,821 68.4% Public Works 18,751 17,355 1,396 8.0% 29,044 64.6% 27,735 62.6% Planning & Development Services 17,527 17,133 394 2.3% 29,902 58.6% 29,336 58.4% Library 9,871 9,701 170 1.8% 13,098 75.4% 13,144 73.8%
Administrative Services 8,613 8,723 (110) -1.3% 12,039 71.5% 12,267 71.1% All Other Departments 21,458 31,167 (9,709) -31.2% 42,251 50.8% 53,370 58.4% Total Expenditures 197,222$ 203,215$ (5,993)$ -2.9% 290,348$ 67.9% 293,811$ 69.2% FY 2026 3rd Quarter YTD
(000's)
3rd Quarter Actuals Adjusted Budget
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due to the timing of applying employee contributions and related benefit cost allocations. In FY 2025, these adjustments occurred in the fourth quarter, whereas FY 2026 reflects a quarterly allocation approach to better distribute costs during the fiscal year. These timing changes are not expected to significantly affect overall year-end expenditure comparisons. Overall General Fund projected expenses for FY 2026 are anticipated to come within or under the adjusted budget.

Given the organization’s service-driven nature, salaries and benefits comprise the largest portion of expenditures. Through the first nine months of FY 2026, salaries and benefits accounted for approximately 75.8% of the total adjusted budget in this category. General Fund expenditures for salaries and benefits totaled approximately $144 million through March 2026, compared to $146 million for the same period in FY 2025. Key contributors to this decrease include decreases in pension contribution costs by $5.0 million, medical contribution costs by $1.3 million, and other benefits by $0.4 million. The pension and medical variances are related to timing differences in employee contributions and benefit cost allocations that are expected to level out by fiscal year-end.

The following departments experienced material variances.

Community Services expenditure increased by $2.5 million, or 8.6%, compared to the same period in the prior fiscal year. The increase was primarily driven by higher costs in contract services ($1.2 million), facility maintenance and security ($500K), IT support and maintenance ($271K), grant and subsidies ($210K), liability insurance ($167K), program and project costs ($140K), and other general expenses by ($127K). Of these expenditure categories, contract services represent the largest increase, primarily driven by the timing of payments related to golf course management fees ($700K) and landscaping contract costs ($490K), which were recorded in the fourth quarter of the prior fiscal year rather than the third quarter.

Public Works expenditures increased by $1.4 million, or 8.0%, compared to the same period in the prior fiscal year. This increase was primarily driven by salaries and wages ($643K) and contract services ($1.1 million), which includes facility maintenance, repair, and security and other contract services. Additional increases occurred in indirect charges for liability insurance ($153K), IT support and maintenance ($167K), and vehicle equipment maintenance services ($107K). These increases were partially offset by lower pension employer costs ($391K), reduced gas sales to City departments ($172K), a lower vehicle replacement allocation($54K), and decreased construction material costs ($65K).

Planning and Development Services expenditures increased primarily due to expanded planning activities associated with the new San Antonio Road Area Plan and the implementation of the rental registry program.

Library expenditures increased by $263K overall, partially offset by a $94K reduction in salaries and benefits due to lower pension and medical contribution costs.

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Administrative Services experienced changes primarily driven by lower salaries and benefits due to reduced pension and medical contribution costs, partially offset by an increase in direct and indirect charges.

All Other Departments expenditures decreased $9.7 million, or 31.2%, compared to the same quarter in the prior fiscal year. The decline is primarily attributable to Non-Departmental variances. Expenditure increases totaling $500K across the City Manager, City Clerk, and City Attorney offices were offset by a decrease in the Office of Transportation.

Non-Departmental expenditures decreased by $9.7 million, or 76.4 %, compared to the previous fiscal year, driven by the following:
• Contract Services (Legal fees) decreased by $2.8 million compared with the previous year. This decrease is attributable to the settlement in the Green v. City of Palo Alto litigation, in which the payout of attorney‘s fees and refunds under the settlement agreement was completed earlier than originally anticipated. • Other Contract Services decreased by $0.5 million due to non-recurring expenditures in FY 2025, including November 2024 election costs and the completion of the mobile mental health outreach initiative in FY 2025.
• General Expenses decreased by $6.2 million primarily due to the conclusion of gas customer refunds related to Green v. City of Palo Alto, which were fully disbursed in March 2025. Additionally, expenditures were reduced by $200K due to a decrease in the Cubberley base rent.

Police and Fire the total combined expenditures for the Police and Fire Departments accounted for approximately 45.0% of total General Fund expenditures through the 3rd quarter of FY 2026.

The table below summarizes salary and overtime expenditure for this period. A detailed analysis of net overtime costs for both departments is provided in Attachment B.

Table 4: Police and Fire
FY 2026 FY 2025 Inc(Dec) % change FY 2026 % FY 2025 %
Police - Salaries $16,238 $16,454 (216)$ -1.31% $23,730 68.4% $23,194 70.9% Police - Overtime 2,239 2,678 (439) -16.39% 1,173 190.9% 1,099 243.7% Total Police 18,477 19,132 (655) -3.42% 24,903 74.2% 24,293 78.8% Fire - Salaries 17,076 15,079 1,997 13.24% 21,674 78.8% 19,731 76.4% Fire - Overtime 3,096 4,449 (1,353) -30.41% 4,939 62.7% 5,217 85.3% Total Fire 20,172 19,528 644 3.30% 26,613 75.8% 24,948 78.3% Total Public Safety
Salaries & Overtime 38,649$ 38,660$ (11)$ -0.03% 51,516$ 75.0% 49,241$ 78.5% Expenditures
3rd Quarter Actuals Adjusted Budget
Salaries and Overtime Expense
FY 2026 3rd Quarter YTD
(000's)
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Police Department Overtime. As of the end of the third quarter of FY 2026, the Department held 13 vacancies (9% of 139 total FTEs), including 10 police officers, two dispatchers, and one community service officer (CSO). Benefited leave totaled 5,536 hours for the period, with 19 employees unavailable for ten or more shifts. Overtime is primarily used to mitigate staffing shortages due to vacancies, training, and leave, or to support surge requirements for major incidents. Overtime is also used to support special events and work related to the retail theft grant. These costs are driven predominantly by police officer staffing needs. Analysis is included in Attachment B.

Fire Department Overtime. The current deployment model requires 25 positions each day to keep Fire Engines and Ambulances operational. Overtime is primarily driven by backfilling vacancies to maintain minimum daily staffing. Any gaps resulting from vacancies, injuries, training, or leave are covered through overtime. During the third quarter of FY 2026, 10 firefighters were in the Fire Academy, requiring continued overtime backfill. Additionally, all Strike Team deployments are paid as overtime and are fully reimbursable by the State; six deployments have occurred in FY 2026 to date. The midyear overtime budget was adjusted to reflect reimbursement revenue from Strike Teams and the Tri-City agreement for Fire Station 8 (Foothills) staffing during fire season. Analysis is included in Attachment B.

General Fund Budget Stabilization Reserve (BSR) Balance As a result of budget amendment actions taken in FY 2026, including the FY 2026 Midyear Budget Review,5 the Budget Stabilization Reserve (BSR) was $53.8 million at the end of 3rd quarter and be maintained through year end. This amount is $4.1 million below the City Council’s recommended target of $57.9 million, which represents 18.5% of the General Fund adopted operating expenditure. Per policy, the City maintains a BSR balance within a range of 15% to 20% of annual operating expenditures, with a target level of 18.5%. The FY 2027 Proposed Budget BSR balance is projected to be $53.7 million, which is 17.3% of expenditures and below the City Council’s recommended target level of 18.5% by $3.5 million.

Enterprise Funds
The following is a summary of changes in net position for each of the Enterprise Funds for the nine months ending March 31, 2026, along with a comparison to the same period last fiscal year. Changes in net position reflect the results of operations for the period, including operating revenues, expenses, and non-operating items such as transfers and investment income.
5 City Council Special Meeting, February 23, 2026, Agenda Item 8, Staff Report# 2512-5662 https://recordsportal.paloalto.gov/WebLink/DocView.aspx?id=86652&dbid=0&repo=PaloAlto&searchid=40c482af -1ed8-49eb-b477-c51c9088ae03
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Table 5: Enterprise Funds Change in Net Position
Water Fund increased by $2.6 million, or 34.7%, from the prior fiscal year. This increase was primarily driven by a $2.8 million increase in operating revenues, mainly from higher customer sales. The increase in customer sales reflects a 10.0% overall rate adjustment for residential and commercial customers, effective July 1, 2025, partially offset by a 3.8% decrease in overall consumption. Operating expenses remained relatively stable compared to the prior fiscal year.

The decrease in consumption contributed to lower utility purchase costs, which were partially offset by increases in other operating expenses, including operations and maintenance.

Electric Fund decreased by $7.2 million, or 16.9%, compared to the prior fiscal year. The decrease was primarily driven by higher operating expenses and increased transfer out, partially offset by increased operating and non-operating revenues.

Operating expenses increased by $14.9 million, primarily due to $11.0 million in higher commodity purchases, driven by increased Resource Adequacy capacity costs, Energy Market Activity, and higher Western power purchase costs. These increases were partially offset by lower NCPA-related costs, including pooling and facilities, as well as lower transmission costs.

Additional increases were driven by higher administrative and general expenses and operations and maintenance expenses.

Operating revenues increased by $8.5 million, mainly due to a $9.9 million increase in customer sales, attributed to the electric rate increase of 6% effective July 1, 2025, and higher commercial and residential usage. This was partially offset by a decrease in other operating revenues, primarily due to lower Renewable Energy Credit sales, partially offset by higher Resource Adequacy capacity sales. Both are market driven and subject to fluctuations.

Increase
Funds FY 2026 FY 2025 (Decrease) % Inc (Dec)
Water 10,273$ 7,624$ 2,649$ 34.7%
Electric 35,171 42,328 (7,157) -16.9%
Fiber Optic 534 1,028 (494) -48.1%
Gas 10,902 8,445 2,457 29.1%
Wastewater Collection 6,123 2,762 3,361 121.7%
Wastewater Treatment 12,528 2,754 9,774 354.9%
Refuse 1,508 1,419 89 6.3%
Storm Drainage 1,908 1,724 184 10.7%
Airport (921) (995) 74 -7.4%
Total Change in Net Position $78,026 $67,089 $10,937 16.3% FY 2026 3rd Quarter YTD
3rd Quarter Actuals
(000's)
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Transfer Out increased by $1.8 million, primarily due to $1.2 million higher transfers to the General Fund associated with grid modernization asset values, as well as transfers to Capital Project and Vehicle Funds.

Nonoperating revenues increased by $1.1 million, primarily due to higher interest income and increased transfers in, mainly from the Technology Fund (partial return of prior-year charges) and the General Fund for updated streetlight and traffic signal electricity costs.

Fiber Optic Fund decreased by $0.5 million, or 48.1%, compared to the same period in the prior fiscal year. This decrease was primarily due to a $0.3 million decline in operating revenues, mainly from lower customer sales associated with customer disconnections due to move-outs and business closures, and a $0.2 million increase in operating and maintenance expenses, primarily driven by higher labor and administrative costs as staff continue to build out Fiber to the Premises initial pilot area.

Gas Fund increased by $2.5 million, or 29.1%, compared to the same period in the prior fiscal year. The increase was primarily driven by higher operating and non-operating revenues, and lower transfers partially offset by higher operating expenses.

Operating revenues increased by $0.8 million, mainly due to the 5.0% gas rate adjustment effective July 1, 2025, despite a slight decline in overall consumption. Non-operating revenues increased by $1.8 million, primarily due to a one-time $1.2 million return of uncashed refund checks related to the closeout of the three-year Green case settlement. The case involved refunds to gas utility customers, and under the settlement terms, uncashed checks were returned to the Gas Utility. The increase also includes approximately $0.4 million in federal grant revenues.

In addition, the transfer to the General Fund decreased by $0.3 million compared to the prior fiscal year, which also contributed to the increase in net position. These increases were partially offset by a $0.8 million rise in operating expenses, mainly due to higher contract services supporting Demand-Side Management and local decarbonization programs through Cap and Invest funds, along with increased rebate payments
Wastewater Collection Fund increased by $3.4 million, or 121.7%, compared to the same period in the prior fiscal year. This increase was primarily driven by higher operating revenues, partially offset by increased operating expenses.

Operating revenues increased by $4.4 million, driven primarily by higher customer sales resulting from the 20.0% rate adjustment for residential and commercial customers effective July 1, 2025.

Operating expenses increased by $0.9 million, primarily reflecting the fund’s $0.5 million increase in the fund’s allocated share of wastewater treatment costs paid to the Regional Item A
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Water Quality Control Plant. These costs include operating requirements, debt service, and minor capital improvements. In addition, administrative and general expenses, as well as depreciation, also increased.

Wastewater Treatment Fund increased by $9.8 million, or 354.9%, compared to the prior fiscal year. This increase was primarily driven by advance billings to the City of Mountain View and Valley Water for Advanced Water Purification System project, along with normal billing and expenditure fluctuations and other routine operational variances. However, this increase does not reflect a true change in net income, as the fund operates as a pass-through for partner billings, including advance billings that are subject to year-end true-up.

Operating revenues increased by $10.8 million, mainly due to a $7.0 million advance billing to the City of Mountain View and a $3.0 million increase in billings to Valley Water. This increase also reflects approximately $0.8 million in higher partner billings, driven by recovery of higher operating and maintenance costs. Billings are based on the FY2026 Adopted Budget and are subject to a year-end true-up to actual costs. The advance billing to the City of Mountain View may be reclassified to unearned revenue at year-end depending on the timing of actual project costs.

In addition, non-operating revenues increased by $1.1 million due to federal grant reimbursements related to the same project.

Operating expenses increased by approximately $2.2 million, primarily due to higher operating maintenance costs, including salaries and benefits, contract services and interdepartmental charges (such as utilities), and depreciation.

FISCAL/RESOURCE IMPACT
There are no financial impacts recommended in this report. Staff will return to Council as part of the review of the FY 2026 Annual Comprehensive Financial Report with year-end budget adjustments to recommend any adjustments to align budgets with actuals.

STAKEHOLDER ENGAGEMENT
This report has been coordinated between the Treasury Division, Accounting Division, and the Office of Management and Budget in the Administrative Services Department, as well as with City departments.

ENVIRONMENTAL REVIEW
Finance Committee action on this item is not a project as defined by CEQA because financial reports are fiscal activities which do not involve any commitments to any specific project which may result in a potentially impact on the environment, CEQA Guidelines section 15378(b)(4).

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ATTACHMENTS
Attachment A: FY 2026 3rd Quarter Financial Report
Attachment B: FY 2026 3rd Quarter Public Safety Overtime Analysis APPROVED BY:

Lauren Lai, Administrative Services Director
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ATTACHMENT A

CITY OF PALO ALTO

GENERAL FUND FIRST QUARTER FINANCIAL REPORT
FISCAL YEAR ENDING JUNE 30, 2026
(in thousands)
BUDGET ACTUALS (as of 03/31/2026)
Adopted Adjusted Pre % of Adj
Categories Budget Budget Encumbr Encumbr Actual Budget ` Revenues & Other Sources
Sales Tax 36,377 27,377 - 21,925 80.1% -
Property Tax 73,627 72,327 - 41,741 57.7% -
Transient Occupancy Tax 29,139 29,139 - 18,619 63.9% -
Documentary Transfer Tax 8,542 8,542 - - 6,599 77.3%
Utility Users Tax 21,437 21,437 - 15,267 71.2% -
Business Tax 6,488 6,738 3,540 52.5%
Other Taxes and Fines 780 780 - - 555 71.2%
Charges for Services 44,293 44,499 - 29,793 67.0% -
Permits & Licenses 10,671 11,065 - - 8,819 79.7%
Return on Investment 3,742 3,742 - - 2,941 78.6%
Rental Income 16,448 16,448 - 11,999 73.0% -
From Other Agencies 1,830 3,308 - - 2,100 63.5%
Charges To Other Funds 15,547 15,547 - 11,891 76.5% -
Other Revenues 785 1,045 - - 782 74.8%
Total Revenues 269,706 261,993 - 176,573 - 67.4%
Operating Transfers-In 31,459 32,127 - 24,095 75.0% -
Encumbrances and Reappropriation 12,203 25,934 - - - 0.0% Total Sources of Funds 313,369 320,053 - 200,668 - 68.2% Expenditures & Other Uses
City Attorney 5,094 5,859 36 790 3,825 79.4%
City Auditor 995 1,412 2 813 576 98.5%
City Clerk 1,542 1,618 0 154 1,039 73.7%
City Council 550 596 40 41 374 76.1%
City Manager 5,356 5,693 24 231 4,341 80.8%
Administrative Services 11,831 12,039 5 637 8,613 76.9% Community Services 43,495 44,825 134 4,683 31,800 81.7% Fire 59,966 60,223 318 433 44,959 75.9%
Human Resources 5,655 5,318 48 101 4,173 81.3%
Library 12,925 13,098 129 403 9,871 79.4%
Office of Emergency Services 1,768 1,922 36 326 1,298 86.4% Office of Transporation 3,464 4,831 0 880 2,832 76.8%
Planning and Development Services 24,768 29,902 193 4,890 17,527 75.6% Police 58,203 58,966 1 277 44,243 75.5%
Public Works 25,662 29,044 96 5,090 18,751 82.4%
Non-Departmental 12,431 14,998 135 552 3,002 24.6%
Total Expenditures 273,707 290,348 1,196 20,300 197,222 75.3% Operating Transfers-Out 6,383 6,383 - - 4,787 75.0%
Transfer to Infrastructure 33,057 34,028 - 25,521 - 75.0% Total Use of Funds 313,147 330,759 1,196 20,300 227,530 75.3% Net Change to BSR 221 (10,705) (26,862)
Budget Amendments in the Fund Authorized by Council thru 3/31/26 FY2026 Budget amendments to reduce GF appropriations
by approximately $6.2m 66
General Fund amendment related to ordinances (96)
CMO Oversized Vehicles Phased Approach (305)
Mid year budget adjustments 157
Approval of Yosh Enterpise Inc. contract and cost sharing with PAUSD. (427)
Approval of contract with Universal Security Company for Fire watch services at City hall (81)
Mid year budget adjustments 110
Mid year budget adjustments (50)
To reduce Property tax to align with Santa Clara County Forecast ( November 2025) (1,300)
To reduce sales tax to align with SantAvenue 2025 Q2
report (9,000)
Total Budget Amendments Authorized by Council (10,926)
Total Budget Amendments Authorized by Council - -
BSR Balance 58,768 53,842
BSR % of Adopted Total Use of Funds 18.8% 17.2%
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Third Quarter Financial
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2024 2025 2026 Q3

POLICE DEPARTMENT
Overtime Expense
Adopted Budget (A) $1,028,988 $1,098,939 $1,173,110
Modified Budget (B) 1,028,988 1,098,939 1,173,110
Net Overtime Cost - see below 1,160,290 1,868,684 (288,999) Variance to Budget (131,303) (769,745) 1,462,109
Overtime Net Cost
Actual Expense $3,467,691 $3,181,061 $2,238,811
Less Reimbursements
Other Program Reimbursements 259,747 - 626,317
California OES/FEMA (Strike Teams) - - -
Stanford Communications 99,161 109,651 76,548
Utilities Communications Reimbursement 56,429 67,170 46,065 Local Agencies (C) 6,574 6,813 8,513
Police Service Fees 117,433 138,141 95,538
Total Reimbursements 539,345 321,775 852,981
Less Department Vacancies (A) 1,768,057 990,602 1,674,829 Net Overtime Cost $1,160,290 $1,868,684 ($288,999)
Department Vacancies (number of days) 5,419 2,733 3,933 Workers' Compensation Cases 21 13 13
Department Disabilities (number of days) 381 664 658

FIRE DEPARTMENT
Overtime Expense
Adopted Budget (D) $2,146,234 $2,721,066 $3,079,691
Modified Budget (E) 2,146,234 5,216,682 4,939,387
Net Overtime Cost - see below 1,734,841 3,474,470 1,697,192 Variance to Budget 411,393 1,742,212 3,242,195
Overtime Net Cost
Actual Expense $4,099,233 $5,288,738 $3,096,438
Less Reimbursements
California OES/FEMA (Strike Teams) - 957,482 363,297
Fire Station 8 Fire Services 272,267 360,786
Total Reimbursements - 1,229,749 724,083
Less Department Vacancies (D) 2,364,392 584,519 675,162 Net Overtime Cost $1,734,841 $3,474,470 $1,697,192
Department Vacancies (number of days) 5,297 3,401 2,274 Workers' Compensation Cases 8 16 15
Department Disabilities (number of days) 274 395 393
NOTES:
(A) The FY 2026 Police Department budget did not include any new positions. (B) Police Department adopted budget has not been adjusted in FY 2026. (C) Includes Animal Control Services contract with Los Altos and Los Altos Hills. (D) The FY 2026 Fire Department budget was increased by 3.0 Fire Captains and 7.0 Single Role EMS Division positions. (E) As part of the FY 2026 Mid-Year Review, City Council approved actions that result in a Fire Department overtime budget of $4.9 million.

Attachment B
Public Safety Departments
Overtime Analysis for Fiscal Years 2024 through 2026
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Overtime Analysis
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City Council
Staff Report
From: City Manager
Report Type: INFORMATION REPORTS
Lead Department: City Manager
Meeting Date: June 15, 2026
Report #:2603-6187
TITLE
Independent Police Auditor's (IPA) Report of Review of Investigations as of November 2025 and Police Department Use of Force Report for June 1, 2025 – November 30, 2025

RECOMMENDATION
Staff recommends that the City Council and public receive this informational report with the most recent report from OIR Group attached.

BACKGROUND AND ANALYSIS
Since 2006, Palo Alto has utilized an Independent Police Auditor (IPA) to conduct secondary review of certain investigations of uniformed Police Department personnel and provide related services. Since the inception of the independent police auditing program, the City has contracted with the Office of Independent Review (OIR Group), to provide these services. The following report transmits the Independent Police Auditor (IPA) Report on Investigations Completed as of November 30, 2025. For reference, the prior IPA report was published November 2025 as an Informational report.1 The Police Department’s website lists all past Independent Police Auditor Reports, here2. Attachment A contains the current IPA report for investigations completed as of November 2025. Per Council direction, the Police Department also shares use of force information through a report provided alongside each IPA report, included here as Attachment B and covers the time period of June – November 2025. The Police Department’s responses to the IPA report recommendations are included here as Attachment C.
1 1 Independent Police Auditor's (IPA) Report of Review of Investigations as of May 2025 and Police Department Use of Force Report for January - May 2025. Link: https://www.paloalto.gov/files/assets/public/v/1/policedepartment/accountability/ipa-reports/may-2025-independent-police-auditor%E2%80%99s-report-and-papd-useof-force-report.pdf 2 Palo Alto Police Department Accountability Webpage:
https://www.cityofpaloalto.org/Departments/Police/Accountability Independent Police Auditor Reports Webpage: https://www.cityofpaloalto.org/Departments/Police/Accountability/Independent-Police-Auditor Item B
Item B Staff Report
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Consistent with standing practice, this report is issued as informational for the Council and the public. In light of heavy Council agendas through the end of the fiscal year, staff has not scheduled a study session with OIR Group at this time. Staff will work to schedule an OIR study session with the Council after the Council break. The study session can also include discussion of OIR’s proposed audit scope of work related to Flock cameras.

FISCAL/RESOURCE IMPACT
The OIR Group is already contracted with the City and this report did not incur any additional expenses.

STAKEHOLDER ENGAGEMENT
Process to File a Complaint to the IPA The public can find more information about filing a complaint through the link here:
www.cityofpaloalto.org/Departments/Police/Accountability/Employee-Complaint Complaints may also be directed to the Independent Police Auditor as follows:

Contact: Mike Gennaco
Phone: (323) 821-0586
Email: [email protected]
Or mail to: OIR Group 1443 E. Washington Blvd., #234 Pasadena, CA 91104

ENVIRONMENTAL REVIEW
The City’s Independent Police Auditor activities are not a project under section 15378(b)(25) of the California Environmental Quality Act Guidelines (administrative activities that will not result in direct or indirect physical changes in the environment).

ATTACHMENTS
Attachment A: Independent Police Auditor's Report - Review of Investigations as of November 2025
Attachment B: Police Department Use of Force Report for June 2025 – November 30, 2025 Attachment C: Police Department Responses to IPA Report, April 2026 APPROVED BY:

Ed Shikada, City Manager
Item B
Item B Staff Report
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INDEPENDENT POLICE AUDITORS’ REPORT
Review of Investigations Completed as of 11-30-25
Presented to the Honorable City Council
City of Palo Alto
2026
Prepared by: Michael Gennaco and Stephen Connolly
Independent Police Auditors for
the City of Palo Alto
Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
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Introduction
This is the latest semi-annual report by the Independent Police Auditor for the City of Palo Alto. It primarily covers cases for which the Palo Alto Police Department ("PAPD", or "The Department") completed its internal investigation and review process; it also includes discussions of two older use of force incidents that resulted in injury, became the subject of potential civil litigation, and are now resolved.

OIR Group's relationship with the City dates back nearly two decades now, 1 but our
current scope of work was established within the last four years. It involves the evaluation of confidential investigative files across a few categories: allegations of misconduct against PAPD officers (whether initiated by the Department itself or a public complaint), physical force incidents involving a certain level of seriousness (including all Taser deployments), and all instances in which one or more officers point a firearm at a subject.

While we do not conduct our own investigations into these matters, our arrangement with the City ensures that we have full access to the Department's own work product, including body-worn camera recordings from involved personal as well as reports, photos, interviews, and other evidentiary materials. This allows us to make informed determinations about the legitimacy and effectiveness of PAPD's processes.

In this reporting cycle, we looked at four completed misconduct cases and five force incidents. There were two sustained allegations. The first was for falling below the agency's expected "Standards of Conduct" while remotely viewing a court proceeding.

The other, which emerged from the Department's own identification of an ancillary issue during a complaint review, related to the officer's failure to properly notify the driver of the reason for the stop at the outset of the contact. PAPD found that the other allegations covered here were not supported by the evidence. We concurred with each of those findings, and discuss our rationale below.

The report also covers five force incidents, three which involved minor injury only and for which the officers' actions were found to be justified. The other two involved, respectively, a broken arm and a bite wound from a police canine that occurred during the apprehension of an assault subject. The force was also deemed "in policy" for these cases – an outcome we agreed with, but with reservations. 1 Based in southern California, OIR Group is a team of police practices experts that has worked in the field of civilian oversight of law enforcement since 2001. It has provided a range of auditing, review, and investigative services for numerous jurisdictions in California and in several other states. More information about our work, including dozens of public reports, is available at www.oirgroup.com
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Investigations as of
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3 The four "pointed firearm" cases in this Report's pool were all considered by the Department –and us– as being consistent with policy and training. At the same time, PAPD management continued its practice of using these incidents as opportunities to evaluate performance more broadly, and intervene where individual shortcomings or other issues were noted.

The agency's supervisorial assessment of "p-gun" cases is a relatively new responsibility that it has taken on – and not something that is universally tracked in the different jurisdictions with which we are familiar. After some initial challenges in both capturing all the relevant encounters and maximizing the broader benefit of reviewing them, the Department has evolved quite effectively in both areas.

While that is a favorable development, some of our encouragement was dampened by noticing that each incident involved at least one lapse in body-worn camera activation by an on-scene officer (though not always the weapon-pointer). We urge the Department to continue its focus on this issue, which we also identified in our last Report.

As in the past, the Department continues to be professional and constructive in its approach to our responsibilities. Along with ensuring that we have the materials that we need, responding to the substantive questions that arise during our review cycles, and keeping us apprised of significant developments within the agency on a regular basis, PAPD remains receptive to our feedback in ways that have resulted in demonstrable changes to its operations. We appreciate all of the above.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
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4 Investigations into Allegations of Misconduct
Case 1: Concerns about Different Aspects of Detention
Factual Overview
PAPD received a report of a man intentionally striking a female with his car. An officer responded to the location and began talking to the alleged victim. At that point, the victim identified the subject in a passing car. The officer flagged down the car, the man exited, and the officer requested identification. The man said that he did not speak English and requested a Spanish-speaking officer. The man asked to wait until the Spanish speaking officer arrived before producing identification. The officer then detained the man and placed him into handcuffs.

Eventually, the alleged assault could not be established based on the initial investigation, and the man was released at the scene. The case was presented to the District Attorney, who declined to file charges.

PAPD Investigation
The man filed a complaint against the officer alleging that he was wrongfully treated in the following ways:
• Unlawful detention: No legal basis to stop him
• Failure to state reason for detention
• Inappropriate use of force
• Damage to cell phone
PAPD assigned an investigator to the complaint, and that person performed a robust investigation. It determined that there was a legal basis to detain the man for a possible assault investigation. The investigation further found that the control holds used by the officer were within policy and that there was no proof that the cell phone had been damaged during the detention.2
PAPD also examined – and refuted – additional complaints by the man:
• That the officer lied to the supervisor who had arrived on scene. The investigation revealed that the man was not within earshot when the officer and the supervisor conversed.
2 Despite several efforts at outreach and inquiry with the complainant, the investigator was not able to establish any damage to the cell phone. The man advised that he had shipped the phone to a foreign country for repairs but did not produce any corroborating information.

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Auditor's Report - Review of
Investigations as of
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5 • That the officer refused to move him out of the sun. The body-worn camera evidence revealed that the officer did move the man out of the sun. • That the officer refused to adjust the man’s handcuffs. The body-worn camera shows that the officer did adjust the man’s handcuffs. • That the wait for a supervisor was excessively long. The body-worn camera footage showed the wait was approximately 13 minutes – not the 40 alleged.

While the complainant's various assertions of wrongdoing were mostly not substantiated, PAPD found, as alleged, that the officer had failed to provide the man the reason for detaining him. This was in violation of both Department policy and recent state law.

PAPD's scrutiny of the matter also identified peripheral shortcomings in the officer's performance, which it incorporated into the review. These include a finding that the officer had failed to synch up the personal body-worn camera with the cameras in the patrol vehicle, as required by policy. Finally, PAPD found that the officer performed in a manner inconsistent with best practices and training when moving to detain the man prior to a back-up officer arriving.

In response, PAPD recommended that the officer’s supervisor conduct a training debrief on the issues that were found to be out of policy or contrary to training. Documentation of that training was also included in the file.

IPA Review
IPA reviewed all of the investigative materials developed during PAPD’s investigation and concurred with the findings of PAPD. The investigation and subsequent analysis were rigorous.

The recent state law referenced is found at Vehicle Code 2806.5. Effective January 1, 2024, the law requires that in most cases:

A peace officer making a traffic or pedestrian stop, before asking any questions, shall state the reason for the stop. The officer shall document the reason for the stop on any citation or police report resulting from the stop.

Because of the recency of this law, all PAPD officers should be regularly reminded of the need to advise detainees consistent with this new legal requirement that is intended to alleviate concerns about bias-based policing.

RECOMMENDATION ONE: PAPD should send out a reminder to all officers reminding them of the need to advise detainees of the reason for any stop.

In its review, IPA particularly appreciated PAPD going beyond the four corners of the complainant’s allegations and identifying performance deficiencies based on its review of Item B
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Investigations as of
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6 the incident. As a result, PAPD was able to develop a more robust and effective intervention for the officer to address all of the performance, training, and policy issues.

Case 2: Complaint Regarding Disruption of Court Proceeding Factual Overview
PAPD was the investigating agency in an alleged homicide/arson case that resulted in a conviction several years ago – only to become the subject of extended appeals and an eventual re-trial. When that second proceeding had reached the point where the jury verdict was being announced, the court afforded certain parties (including some PAPD personnel) the opportunity to observe the outcome remotely. Admonishments to leave cameras and microphones off were included with the emailed link.

The verdict turned out to be "Guilty" – at which point both a cheer and a shout of "Screw that guy!" were audible in the courtroom. The judge responded by directing the remote feed to be disconnected.

That disruption received media attention in the subsequent covering of the event, which in turn prompted a complaint from a member of the public (who contacted our office in an effort to initiate the process). Aware that the responsible person was a PAPD member, the Department opened an internal investigation into the incident.

PAPD Investigation
The review was quite straightforward. The facts were not in dispute, and the involved individual (who is a PAPD supervisor) had apologetically contacted an executive manager in the agency to share an online article about the incident within hours of its occurrence.

It was determined that the supervisor's failure to mute the computer program's microphone feature had been inadvertent. Nonetheless, the Department found that its policy regarding "Standards of Conduct" had been violated. The accompanying memorandum cited the expectation that court proceedings be viewed quietly and with decorum – even in a virtual context. It also discussed the ways in which the episode had distracted from the verdict itself, and had led to an abrupt termination of remote access for numerous interested individuals. These negative impacts reflected poorly on PAPD.

IPA Review
IPA concurred with the Department's handling of this matter. Though the complaint from the public was an overlapping impetus, it seemed clear that PAPD leadership had already recognized the ways in which the incident merited formal review and accountability. The resulting investigation was efficient and effective – as facilitated by the manner in which the subject supervisor accepted responsibility from the outset.

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7 Supervisory Inquiry Investigations
Case 1: Allegation of Inappropriate Threat to Arrest
Factual Overview
PAPD responded to a call from a local convenience store regarding a man who was using the hot water to heat up food he brought from the outside. After a brief conversation with the clerk, the officer identified the man and asked him to go outside the store. The man complied but said that his primary language was Spanish.

The officer used the translation service to assist in conversing with the man. During the conversation, the officer repeatedly advised the man that the store was a “private business” and that it had the discretion to remove any patron who it did not want on the premises. The officer further advised the man not to return to the store and if he did, he could be arrested. The conversation ended and the man went on his way.

After the incident, the man filed a complaint with PAPD, alleging that the officer had threatened him with arrest for exercising his right to use the store’s hot water.

PAPD Review
PAPD reviewed the encounter and talked with the involved officer. It found that while the officer mistakenly referred to the convenience store as a “private business,” the underlying message to the complainant about the ability of store employees to request patrons to leave was correct. PAPD noted that the officer had indeed advised the man that if he returned to the store, he was subject to arrest, but did not view the advisement as a threat or somehow improper. Accordingly, PAPD found that the man’s allegations were without merit.

IPA Review
IPA reviewed the investigative materials and concurred with PAPD’s findings. The officer’s confusion about “private” and “public” businesses was not material to the larger question of whether the treatment of the complainant was improper. Still, it was appropriately addressed during the initial conversation with the officer and an immediate supervisor.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 9 Packet Pg. 1030 of 1165
8 Case 2: Various Allegations of Misconduct Related to Arrest Factual Overview
The complainant in this case was an adult woman who was arrested for multiple warrants at the end of an encounter with PAPD officers that lasted for several minutes. A few months after the incident, she submitted a written complaint on the Department website, in which she challenged several aspects of the officers' behavior and the consequences of her arrest. (These had included the impounding of her van and the alleged taking of property from it, and the loss of three dogs who were taken by Animal Control.) Officers had originally focused on the woman because of outreach by neighbors, who claimed she was spending time inside a condemned residence and behaving erratically. 3 Officers also learned that an adjoining jurisdiction had issued three warrants for her arrest.

When they arrived at the location, they found her inside her van with the dogs – and with a generator running outside and connected to the interior of the van by a hose. Attempts to speak with the woman and get her to emerge of her own volition met with verbal resistance. The Department assigned primary responsibility for communication to a trained negotiator, but this officer's various efforts were unsuccessful.

After some minutes had passed, officers removed a plastic covering along the driver's side of the vehicle. This allowed them to speak with the woman more directly; they also noticed a concerning gasoline smell coming from the car as a result of the new opening.

Fire Department personnel were summoned to the scene.

After a few more minutes of unsuccessful efforts at dialogue with the highly agitated complainant, officers reached in and physically removed her from the van and took her into custody. She continued to be verbally upset and aggressive, and at one point spit at one of the officers. She was charged with additional crimes, including cruelty to animals for her apparent mistreatment of the three dogs.

Her complaint listed several issues, including an unjustified arrest, inaccurate information on the booking sheet, disregard for her victim's rights, and an improper impound of the vehicle (which she alleged had the collateral consequences of lost possessions and identity theft).
3 The reported behavior included repetitive screaming and door slamming.

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Auditor's Report - Review of
Investigations as of
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9 PAPD Review
The supervisor who reviewed the complaint relied on the body-worn camera recordings of the several officers who responded; this material (in conjunction with the police report and other subsequent documentation) was sufficient to refute the different allegations raised by the woman. The supervisor determined that the officers had addressed the situation appropriately, that some of the specific allegations were in direct conflict with the evidence, and that no misconduct had occurred.

IPA Review
We concurred with the Department's handling of this case after reviewing the materials in the case file. The complainant's extreme agitation had made it difficult to communicate effectively with her, but the on-scene personnel were patient and persistent in their efforts to do so. The additional adverse consequences of an impounded vehicle and separation from her animals were unfortunate for her but consistent with expected or required protocols.

Case 3: Allegations of Handcuffing Injury and Other
Misconduct
Factual Overview
A woman submitted a written complaint to the Department in the aftermath of her arrest for drunk driving. She subsequently came to the police station and provided an interview that tracked the same issues she had raised in her previous correspondence.

The woman acknowledged having fault in the underlying incident (a single car traffic collision that was attributed to driving under the influence of alcohol). However, she took exception to several aspects of the officers' handling of the arrest and subsequent investigation at the police station, where she experienced a long delay before providing a blood sample per her choice.

She cited a number of concerns. Some of these related to injury she allegedly suffered as a result of being handcuffed, both originally and during her protracted time cuffed by one wrist to a bench in the Department's processing area. (She submitted photographs in support of her claims.) She thought the extended time before the phlebotomist's arrival to test her was a form of mistreatment. She considered the officers to have been overly aggressive at different points in her arrest. She also challenged an aspect of the police report that said she had refused to take an alcohol screening test in the field, and she found the officers' "threats" about taking her to jail to have been inappropriately coercive.

The complainant also resented the officers' having recorded her while she was in a vulnerable and emotional state during her time in custody.

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Auditor's Report - Review of
Investigations as of
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10 PAPD Review
The Department was able to refute the woman's allegations based on the body-worn camera recordings, which showed the officer's patience and professionalism in dealing with the complainant. Throughout the encounter, she appeared to be operating under the misperception that her cooperation and lack of violent resistance entitled her to a different standard of treatment than was she was receiving, particularly with regard to being handcuffed. (On the recording, she repeatedly refers to herself as the victim of a "human rights violation.").

A distinctive feature of the recording was her rattling of the handcuffs that restrained her, one of which was connected to the bench where she was seated, and the other of which was on her wrist. Apart from the persistence she showed over the course of approximately a half hour, the activity was noteworthy in the context of the wrist injuries she later claimed. Not only had she not complained of pain or tightness when originally cuffed and transported, but at one point she actually slipped out of the lone cuff that connected her to the bench, thus belying the notion that it was injuriously tight. Instead, her own repetitive motions may well have contributed to any discomfort or injury she ultimately asserted in her complaint.

As for her other assertions, the recording of her was standard practice (and advisable), the length of processing was fairly standard and largely attributable to the wait for a phlebotomist, and the requirement to sign her citation as a condition of release – or go to jail – was accurately characterized by the officers. She seemed to have a mis-recollection or misunderstanding of the offer to take a test in the field that she had refused (as captured on body-worn camera).

In short, none of the allegations of misconduct were substantiated.

At the same time, though, reviewers at both the initial supervisor level and then the nextlevel evaluation both noted performance concerns that warranted – and received – followup. These included the failure to take precautionary photographs in response to the woman's initial complaints of pain to her wrists toward the end of her time in custody.

The initial search of the woman in the field was also found to have been inadequate. This was revealed most starkly when she produced a phone from her coat pocket while seated on the bench in the processing area, which she then used to record the officers. The relevant officer was counseled about the importance of a thorough search.

IPA Review
We concurred with the determination that no violations of Department policy had occurred. We also found the additional "issue-spotting" and corrective action to be Item B
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11 constructive and worthwhile – a good example of how this process can serve as an opportunity for performance refinements as well as accountability.

On the other hand, we found the supervisor's interview of the complainant to be somewhat disappointing. Though the woman had provided a lengthy written articulation of the concerns, the supervisor's approach was to have her itemize them again as the supervisor wrote out a brief summary of each. This seemed inefficient and was less illuminating than reductive – as if the concise note taking was given precedence over gleaning a full version of events through interaction.

Moreover, when the woman hesitated over a part of the paperwork that asked whether racial bias was being alleged, the supervisor told her that the investigation would essentially be the same either way. This was seemingly intended to be reassuring as she wavered over the choice, but lent itself to an interpretation of dismissiveness. Nor was it followed by additional questioning about the basis for the supposed perception of bias.

We did not have the impression that the woman was genuinely interested in asserting biased behavior, and did not see any evidence that would have validated such an assertion. However, the value of objective and rigorous efforts to address any such concerns is obvious, and the Department's review approach fell short here.

Additionally, the supervisor responded to some of her points during the interview by explaining how the described behavior was consistent with policy (and therefore not a valid basis for a complaint). This happened to be correct, but the assertions were not wellreceived, and presumably did little to contribute to the complainant's overall sense that her issues would be assessed with objectivity.4
It should be noted that the supervisor did not appear to be intentionally discouraging or argumentative; instead, the approach simply reflected an understanding of the "mission" that differed from ours – and deviated from the better practice of treating intake as a forum for listening and. thoughtful neutrality. While we support the PAPD's practice of distributing complaint investigation responsibility throughout the supervisory level, ideally the supervisors will be guided effectively before being asked to carry out these roles.

RECOMMENDATION TWO: PAPD should periodically ensure that all supervisors entrusted with conducting complaint investigations are trained in effective techniques for "intake" interviews with complainants.
4 The woman brought up a second incident that she had happened to witness, involving the arrest of a person in the downtown area. The supervisor said he had happened to be there, and found the officers' actions to be completely warranted by the arrestee's behavior.

Item B
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12 Use of Force Cases
Case 1: Control Holds and Takedown Resulting in Head Abrasion Factual Overview
PAPD officers responded to a call from a local business requesting that a person who was sleeping outside the entrance be removed from the property. Multiple officers responded and one officer used a foot to nudge the person’s sleeping bag. The man awakened and officers attempted to negotiate with him for multiple minutes to leave voluntarily. The man was slow to respond, argumentative, and complained about his living situation.

After nearly seventeen minutes of discussion, Officer 1 told the man that he was going to be placed under arrest and secured his right arm in preparation to handcuff him. Officers 2 and 3 moved to secure the man’s left arm. The three officers wrestled with the man briefly as the man resisted the officers’ efforts to place him in handcuffs. Officer 4 then moved to assist with the process.

Once the man was secured, officers observed that he had an abrasion over his eye; this prompted officers to call paramedics to render aid. The man was then transported to the hospital for clearance. The man was booked into jail for trespassing, resisting arrest, and two outstanding warrants.

PAPD Review
The first level reviewer determined that the use of force was within policy. He noted, however, that Officer 2 used profanity during the encounter when he told the man to “roll up your shit and move along”.

The second level reviewer also found that more detail should have been provided in the four officers’ narratives about the arrest and the use of force techniques used. That reviewer also found that Officer 3 should have properly secured the baton back in its scabbard as officers attempted to complete the handcuffing process.

Finally, the second reviewer noted that the man claimed on scene that during the use of force, the officers had broken his eyeglasses. The reviewer opined that the officers should have notified a supervisor when the man claimed that they had broken his glasses.

The third level reviewer agreed with the need for the arresting officer to explain in his report why the arrest decision was made when it was. Regarding the baton issue, the reviewer noted that the officer commendably used a baton as leverage to remove the man’s left arm under his body but that it should have placed back in its scabbard instead of on the ground when the officer shifted focus to controlling the man's head. The Item B
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13 reviewer noted that the officer's actions had provided an opportunity for a struggling subject to grab an unsecured weapon.

The third level reviewer ensured that each of the training points identified resulted in education and briefing for the involved officers. The fact of that training was then documented in the file.

IPA Review
IPA reviewed the body-worn camera, police reports, and review memoranda. Based on that review, we concurred with the finding that the use of force was within policy. We were particularly impressed with the exactitude of the force review at all levels. Moreover, in the best tradition of law enforcement, PAPD developed robust interventions designed to address performance issues and better prepare its officers for future challenges. PAPD should be credited for its exemplary work in this use of force review.

Case 2: Control Holds and Takedown Possibly Resulting in Fractured Wrist
Factual Overview
PAPD conducted a “bait bike” operation whereby an expensive bicycle owned by the Department is locked and placed in a public location. When the lock is tampered with, it alerts police, who can then respond and detain the thief. In this incident, police did respond and observed the subject on the bike.

One officer instructed the subject to stop but he continued to pedal away. A motorcycle officer pursued the subject and was eventually able to direct him to a median whereby he needed to slow. That allowed another officer on foot to grab the subject’s backpack and pull him off of the bicycle. Officers then used control holds to bring the subject’s arms behind his back and successfully handcuff him.

After the incident, the subject complained that the officers had “beat” him. He also complained of pain to his forehead. The subject was transported to a local hospital where there was no evidence of injury to his head. The hospital did diagnose a fractured left wrist, however, and placed the subject in a splint.

PAPD Review
PAPD conducted an extensive review of the incident and determined that the force was within policy. PAPD also determined that the subject’s allegation of excessive force was not corroborated by the body-worn camera footage or other evidence. The Department also attempted to learn whether the wrist injury was caused by the use of force or was pre-existing but could not determinatively resolve that question.

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14 The reviewers also noted that the body-worn camera of one involved officer was not activated because it had not been synched it up to the car’s mobile activated video when the officer replaced the battery. PAPD determined that this performance issue would be addressed through training – a decision driven in part by the "trainee" status of the relevant officer.

The reviewers also noted that one of the responding officers told the subject to “get into the damn car” while escorting the subject to a patrol car. PAPD indicated it would counsel the officer on the need to remain professional at all times when dealing with the public.

IPA Review
IPA reviewed all of the investigative materials and concurred with the finding that the force use was within policy. It also found that the body-worn camera evidence refuted the allegation by the subject of excessive force.

Again, PAPD’s reviewers are to be commended for identifying the collateral issues discussed above and addressing them through appropriate intervention.

Case 3: Complaint of Injury to Head and Wrist while in Custody Factual Overview
An adult male prompted a call for service when he was observed slumped over while behind the wheel at a gas pump. Officers responded to the scene and conducted an investigation into possible driving under the influence.

The man was contentious and passively aggressive during the initial attempts to assess his condition through field sobriety tests. He also refused to provide a breathalyzer sample, and the officers eventually arrested him and brought him to the police station for a blood test under the authority of a warrant.

That process proved to be a challenge, as the man remained uncooperative, argumentative, and recalcitrant. He was handcuffed to a bench, and removing his jacket proved to be a protracted struggle as officers took off one cuff but got no assistance from him. Several officers surrounded the man, and he slid to the ground while yelling about pain in his wrist and continuing to resist. He was ultimately placed in restraints for his own safety and that of the officers. The Department summoned medics to the facility, but the man initially made no claims of injury and was not cooperative.

Once the man was re-secured, he was transported to county jail. However, during intake, he claimed to a nurse that he had been subjected to excessive force, including being thrown to the ground and having his head slammed on the floor. He said he had lost consciousness. Jail staff accordingly declined to accept him until he had been medically cleared.

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15 Officers brought him to the hospital, where he was evaluated, treated and then approved for release to jail custody.5 He was charged with both DUI and resisting.

PAPD supervisors, who had been present during the efforts to obtain a blood sample, had taken the position that officers had not used anything more than "controlling force," which would not ordinarily initiate the agency's full-scale review protocol for a force incident (or fall within the established scope of work for evaluation by the Independent Police Auditor).

The hospital trip, in conjunction with the man's assertions, had moved the encounter into a different category, and the full review was conducted.

This included an interview of the man by a supervisor as well as assessment of extensive other evidence, including body-worn camera recordings, photos, and reports from several involved officers. The Department found no support for the man's contentions of excessive force or other mistreatment. On the contrary, the officers had been notably patient and professional in dealing with the man's persistent lack of cooperation. The recordings established that no slamming or loss of consciousness had occurred, and that pain to the man's wrist was attributable to his own resistance while handcuffed.

PAPD determined that the force was reasonable, and the officers' actions were consistent with policy.

IPA Review
We concurred with the Department's assessment of this incident. There were multiple officers (and supervisors) involved in the effort to obtain a blood sample and then restrain the man for transport. The process was awkward at times as they transitioned away from the bench to the ground and struggled to overcome a large person's lack of cooperation.

It was clear from the videos that the subject did not lose consciousness, and his repeated references to his wrist and hand were not only difficult to distinguish from his other efforts to distract and prolong, but were also related to his own straining against the handcuffing process.

The officers remained controlled throughout the lengthy encounter. It also was a sound decision to forego the blood draw in light of the overall circumstances and the difficulties the man was presenting.

While agreeing with the PAPD findings here, we also note that the supervisor's attempt to interview the man for purposes of the force review fell short of the ideal in a couple of ways. The first was a lack of focus on the man's allegations regarding head trauma and loss of consciousness. (Instead, the supervisor's questioning was limited to the wrist injury issue.) The supervisor also appeared to lose patience with the man toward the end of the conversation, as the subject's obfuscation and contentiousness continued. While 5 Medical staff did not observe significant injury; he was given an ice pack for a sore wrist.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 17 Packet Pg. 1038 of 1165
16 this was understandable, the simple goal of providing the subject with an opportunity to tell his or her version of events without challenge or "cross-examination" should remain the Department's focus in this situation.

RECOMMENDATION THREE: PAPD should devote renewed attention to the training of supervisors in appropriate interview techniques with the subject of a use of force.

Case 4: Control Hold Resulting in Broken Arm
Factual Background
Officers were dispatched to a local eatery after two women went into the men’s bathroom and, after being advised to use the women’s bathroom instead, got into a verbal confrontation with the manager. Employees then called 911, indicating that it appeared as if the women were intoxicated.

Two officers responded to the location and found the two women arguing with the restaurant manager. The officers separated the manager from the two women and endeavored to get them outside of the business. Officer 1 then grabbed one of the women’s left wrist while Officer 2 grabbed her right wrist. The woman pulled away, causing Officer 1 to momentarily lose control of the woman’s wrist. Officer 2 continued to hold onto her and pushed the woman against the wall, at which time both officers heard a “pop” sound.6 Officers immediately radioed paramedics to respond, completed the handcuffing process, and escorted the woman out of the restaurant. The second woman was also handcuffed and removed from the restaurant without incident.

Paramedics arrived and transported the injured woman to the hospital where x-rays showed that she had suffered a fractured humerus bone. The other woman was booked at County jail for trespassing and being drunk in public. The injured woman was cited for similar charges (and a resisting arrest charge) but released to the hospital for continued treatment of her injured arm.

PAPD Review
6 The supervisor who reviewed the use of force incorrectly stated that Officer 1 did not know the woman was injured during the handcuffing process because the woman made other statements without any further complaint of pain. Officer 1’s supplemental police report, included a description of hearing a distinct “popping noise” as Officer 2 applied pressure to the woman’s arm and that Officer 2 immediately called paramedics for a suspected “broken arm." This selfdocumentation indicated that Officer 1 had in fact been aware of a concern.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 18 Packet Pg. 1039 of 1165
17 PAPD conducted a use of force investigation and found the force used by the officers “in policy.” The supervisor who reviewed the force also commented positively about the responding officers’ de-escalation efforts, calling those efforts “empathetic.” This assertion was supported by observations that the officers spoke calmly and in a relaxed manner and gave multiple warnings to the women before going hands on.

The supervisor also, and creditably, identified a failure on behalf of the first responding officer to “test record” body-worn camera equipment prior to shift and provided counseling to the officer about that oversight.

The supervisor identified one training issue relating to a conversation picked up when the non-injured woman was being transported to the jail. Apparently, the woman had been able to use her I-Watch to communicate with another person during the transport. In another positive example of additional follow-up, the supervisor sent an email to shift officers advising them of the potential security issues that an unsecured I-Watch might present and advised officers to remove them from an arrestee prior to transport.

IPA Review
IPA reviewed the investigative materials and body-worn camera footage of the incident.

IPA agreed that the force used was consistent with Department policy and appreciated the performance issues identified by the supervisor. However, as explained below, we did not agree that the officers used empathetic and effective de-escalation techniques at the onset of the incident.

Officers’ Communication Tactics
A review of the body-worn camera showed that the officer who responded first to the incident, upon receiving the radio transmission about the nature of the call and then while responding to the call, commented aloud: “starting off solid with a couple ‘drunkeys’”. This sarcastic reference displayed a sub-optimal attitude before even arriving at the call.7 When that officer arrived in the restroom hallway area, one of the women asked the officer to relax, which led to this response: “No, you’re going to relax”. As the women continued to talk, the officer interrupted her and said: “Listen to me”. Almost immediately the officer told the women, “You have two options: go to jail or get your stuff and leave.” The officer then told them repeatedly to "stop talking and leave?” The officer then said, “Do you understand the words coming out of my mouth,” and when one of the women tried to again explain her account responded by saying, “I don’t care”. 7 While this made a disappointing impression, it should be noted that the officer was alone at the time of the recorded comment.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 19 Packet Pg. 1040 of 1165
18 After the injured woman was handcuffed, she cried “ow!” and then advised the second arriving officer that her arm hurt. Officer 2 responded: “I know it hurts because you are moving so much.”8
In addition to the actual words articulated, the overall tone of the officers and Officer 1’s sudden ultimatum to them after a very short amount of engagement was disquieting. The abrupt repeated warnings of arrest were not effective and came across as impatience.

While inebriated persons can present a challenge to officers who endeavor to reason with them, the two women were not aggressive or physically threatening to the officers.

Slowing down the encounter and displaying effective communication strategies to achieve compliance could well have resulted in the officers not needing to use force and a more successful resolution. And, though not egregious, the officers' approach also did not seem affirmation-worthy – which made the supervisory review disappointing.

Securing an Injured Person
The control holds used in this case are one of the lowest levels of force used by officers and almost never result in serious injury. This incident, however, is testament to the reality that every “hands on” encounter has the potential to be physically impactful. In this case, the officers were immediately aware that the woman had been injured as the officers continued to complete the handcuff process. Yet the officers completed the handcuffing even though the woman had been injured, and then blamed her for the pain that she subsequently suffered.

One issue that was not considered was whether officers should continue to secure a person who has been obviously injured by the use of force. Perhaps the appropriate tactical approach is to complete the process so that the person can be secured, but that process should be undertaken particularly carefully.

RECOMMENDATION FOUR: PAPD should advise its supervisors that when reviewing force incidents, they should consider whether taking time and deploying different (and truly empathetic) strategies could have reduced the need to use force.

RECOMMENDATION FIVE: PAPD should consider whether additional training would be beneficial on how to address arrestees who are injured as a result of a use of force but not yet secured.
8 As noted above, the supervisor incorrectly wrote in the analysis that the woman did not complain of the injury until after she was escorted from the restaurant.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 20 Packet Pg. 1041 of 1165
19 Case 5: Canine Bite of Assault/Hate Crime Suspect
Factual Overview
This incident originated as a call for service regarding a street fight in the early morning hours. Arriving officers ascertained that an individual had been knocked unconscious and had been the subject of homophobic slurs. They located the subject they believed was responsible for the crime, but he ignored officer commands and then ran from the scene.

Within minutes, officers located the man in the outer stairwell of an apartment building.

He was seemingly trying to hide there. But when officers blocked the lone entryway at ground level, he was effectively trapped. He ignored multiple commands to surrender, and a “contact team” of several officers was formed to take him into custody. That task was complicated, however, by the features of the location. The man (who seemed physically fit and had just been involved in an alleged assault) had the higher ground, and the stairwell was somewhat narrow and inherently precarious. This meant that for the officers to go “hands on,” or to use other less lethal force options such as the Taser, involved a higher risk factor than usual.

One of the responding officers was accompanied as usual by a police service dog, and the decision was made to bring the leashed dog to the bottom of the stairs in hopes of encouraging the man to surrender peacefully in lieu of a possible bite. The man appeared at the first landing area and tried to engage in dialogue as the dog barked repeatedly.

Meanwhile, the man was given repeated commands, warned about the potential for a dog bite, and implored to surrender. He was not cooperative, insisting to the officers that he was innocent and making other non-productive statements. Eventually, a supervisor on scene made the decision in conjunction with the K-9 officer to send the dog up the flight of stairs in order to engage the man, at which point the additional officers rushed up the stairs and got him handcuffed. The dog bit the man’s leg and held the bite for several seconds, with the handling officer eventually standing over them to monitor the arrest and then call the dog off.

The man received several puncture wounds/lacerations to his lower leg. Officers treated him at the scene, and then medics transported him to the hospital for further intervention.

He was eventually cleared for booking in the jail.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 21 Packet Pg. 1042 of 1165
20 PAPD Review and Outcome
The supervisor who was at the scene and helped make the decision to deploy the canine (and who ultimately participated actively in the handcuffing of the man)9 was the person who completed the supervisory review of the incident. The supervisor interviewed the subject at the hospital,10 evaluated the reports of participating officers, reviewed the bodyworn camera recordings, and made a methodical effort to apply the relevant policy standards to the facts of the case. The result was a determination that the decision to use the dog, and the force that ensued, was appropriate and within policy in light of the prevailing circumstances.

The supervisor’s lengthy memorandum was reviewed by a second level of review, who reached the same conclusions regarding law and policy.

IPA Review
We found much of the supervisor’s comprehensive memorandum to be persuasive. We also concur with the conclusion that the dog bite was a justified tactic to achieve the apprehension of a non-cooperative, physically able subject who was wanted for a serious crime and situated in a tactically challenging location.

At the same time, we make note of one procedural issue and one substantive one. First, while we understand the natural inclination to have the involved supervisor take responsibility for the review process, and while the second-level review adds a level of detached scrutiny, the reality of the process here was that the supervisor's decisionmaking became a subject of self-assessment. The favorable conclusion happens to be a view we shared. Ideally, though, a supervisory review is handled by an individual at a greater remove from the underlying events.

RECOMMENDATION SIX: The Department should assign canine force reviews to supervisors who were not directly involved in/responsible for the specific decisions that precipitated the force.

As a substantive matter, our own review of the body-worn camera recording raised questions about the efficacy of the dog’s immediate presence when efforts are being made to achieve a peaceful resolution with a “trapped” subject. On the one hand, the 9 We make separate note in this report of the advisability of supervisors refraining from physical engagement where practicable. Here, multiple officers were staged, and the supervisor may have been more effective by maintaining an “arm’s length” overview of the force usage. 10 The subject made a number of statements; these varied considerably in their relevance and lucidity. But he did assert that he had offered to come down the stairs if the dog went away, and that he had not been directed to come down or warned before the bite occurred. Some of these assertions were belied by the video evidence.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 22 Packet Pg. 1043 of 1165
21 obvious “intimidation factor” and prospect of a bite could be motivating in a way that preempts the need for force to be used at all. (Officers sometimes “arc” a Taser in order to achieve the same effect – a valid tactic.) However, (and as in this case), the incessant barking has as much potential to be agitating or destabilizing in a way that complicates the situation.11 Here, the man’s comments were sometimes drowned out by the dog, and officers gave conflicting commands (“Get on the ground!” vs. “Come down the stairs!”) in a way that suggested that they too were responding in an elevated fashion.

While every situation is different, we encourage PAPD to consider a flexible approach to providing a window for additional communication that is not compromised by the dog’s loud, aggressive presence.

RECOMMENDATION SEVEN: The Department should evaluate different approaches to utilizing the canine when further negotiation or communication with a resistant subject has the potential to be undermined by the dog’s presence.

We also note that the duration of the bite was approximately 36 seconds. The subject was continuing to struggle during that time (including with the dog), and the handler removed the canine promptly once the man was handcuffed, but the presence of the other officers on the landing arguably reduced the necessity for continued engagement.

The Department’s “Canines” policy states as follows: when “the handler believes the suspect no longer poses a threat, the handler “should promptly command the canine to release the suspect.” The question here, then, is at what point the subject was no longer a “threat” that necessitated the dog’s ongoing involvement. The handler’s judgment here seems to have been predicated on the moment of successful handcuffing. This seems reasonable to us in the context of this event. Still, minimizing the “bite time” should be a priority that we hope PAPD will continue to emphasize in training and future deployments.

We also take this opportunity to note that the years that have passed since this incident have seen relevant updates to policy, procedure, and training. The Department has not had a bite incident since 2021, and believes that its current program is both an asset to public safety and a reflection of understandable concerns about the risks associated with police dogs.
11 Interestingly, the current PAPD policy on canine use now includes a reference to quieting the dog after a warning is issued, to allow for any verbal response by the subject to be audible.

Though the officers were already engaged in direct verbal contact with the man in this case, the chance for more clear communication might still have been beneficial. We consider this update to policy to have been a prudent one.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 23 Packet Pg. 1044 of 1165
22 "Pointed Firearm" Incidents
PAPD provided us with review materials regarding four different incidents that had involved the pointing of a gun as part of enforcement actions.

The Department's protocol for these matters begins with an acknowledgement by the relevant officer or officers, as documented in the police report for the larger incident. The context for the gun-pointing is then assessed by a first-level supervisor in a formal memo, based in part on body-worn camera recordings of the specific moment or moments in question. (Often, clips from multiple officers are included in the package and show the pointing from different perspectives.) The supervisor determines whether the pointing was justified by the circumstances and otherwise consistent with training and expectations. That evaluation is then reviewed at two additional rank levels, which ensures thorough scrutiny and sometimes leads to additional insights.

Importantly, and as the product of refinements in the system over time, those insights can include peripheral issues that may not even be related to the weapon-pointing itself, but are nonetheless worth addressing – and might never have been noticed if not for the incident receiving automatic review. We have long encouraged PAPD (and other agencies) to maximize the learning opportunities and performance enhancements that are provided alongside more specific accountability mechanisms, and the Department's movement in this direction has been commendable.

Below is a summary of the context for the deployments, along with the Department's supervisory assessment of each.

1. Officers responded to a call for service from a homeowner who requested a welfare check from a non-relative resident who was behaving erratically and, at times, threateningly. (The homeowner had allowed the person to stay about a month previously, in sympathy for that person's lack of a stable place to live.) Two experienced officers and a trainee were first on scene, and noticed the subject – an adult female – taking action to avoid them. The woman was soon spotted on the roof of the residence holding (but not pointing) what initially appeared to be a rifle that officers later learned was a BB gun.

The officers retreated, regrouped, and put a plan together to contact the woman. During this interval, they also learned that she had an open arrest warrant. After unavailing efforts to reach her by phone and loudspeaker, they formed an entry team and proceeded into the residence. One officer briefly pointed his firearm at an elderly male resident of Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 24 Packet Pg. 1045 of 1165
23 the house upon unexpectedly encountering him, but quickly realized the man was not a threat and lowered his weapon.

Officers eventually located the woman in the backyard, apparently trying to climb over a wooden fence that was several feet tall. The woman remained stationary, with her back to the officers and her arms draped over the fence in a way that left them uncertain as to whether she was armed. Two officers pointed their weapons at her to provide lethal cover as other team members gave commands, moved closer, and eventually got her into handcuffs without further incident. She was booked into jail on the basis of her previous warrant.

The supervisory review affirmed the legitimacy of the officers' three separate instances of weapon pointing in the context of their efforts to safely locate and detain the woman.

One member of the arrest team was later found to be missing body-worn camera video.

The issue was explored, and it was established that the relevant officer was appropriately equipped and had tested the camera when responding to the call, but it did not work when he attempted to activate it at the scene. Because he had reported issues with the camera (and in the larger context of faulty performance with a system that has since been replaced12), the Department did not find this gap to be blameworthy. He was not one of the two weapon-pointers, and other recordings captured the key events comprehensively.

2. Officers investigating a commercial burglary in the early morning hours noted a potential suspect car that later fled from the area at high speed. A tracking dart assisted in locating the vehicle, and officers performed a "high risk traffic stop" to engage with the suspect and take him into custody.

During the initial moments of the stop, and prior to the suspect's ultimate compliance, one officer used a firearm's mounted light twice to briefly illuminate the interior of the vehicle.

The officer's written report noted that the intention was not to point at the driver, but that the path of the muzzle may have crossed that person's body at some point.

Clips from camera recordings captured the relevant movements, which appeared consistent with the officer's description. The pointing was found to be consistent with policy.

During the review process, it was determined that one of the involved officers had not properly synced the body-worn camera to the patrol car recording system, which resulted in a failure to activate. This was documented and addressed. Reviewers also took the 12 We discussed this equipment-based concern in our last semi-annual audit report.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 25 Packet Pg. 1046 of 1165
24 opportunity to counsel one of the officers on report-writing, based on vagueness in the description of taking the suspect into custody.

3. Officers disrupted a car burglary in progress, and the two subjects fled on foot in different directions. During the subsequent search, a team of officers located one of the subjects hiding in a backyard. One officer briefly pointed a firearm at the subject while giving commands, which were followed right away and preceded a handcuffing that occurred without incident.

The gun-pointing was found to be consistent with policy. Meanwhile, it was noted that a different officer had failed to initiate a body-worn camera recording of the event, and was counseled appropriately.

4. Officers spotted a vehicle that had been identified by a witness as being involved in a residential burglary; the occupants of the same car were about to leave the scene of a second burglary when officers arrived. In an effort to stop the car from leaving, one officer hurriedly pointed a firearm at the driver and other occupants while giving commands and attempting to open the car door. Meanwhile, a supervisor had engaged on the passenger side. The driver ignored the commands and instead drove away within seconds.

The supervisory review affirmed the legitimacy of the weapon-pointing as a response to the circumstances. However, the review also noted two points for follow-up: the failure of the pointing officer to record the incident with body-worn camera, and the potential "crossfire" danger created by the positioning of the supervisor opposite the pointed weapon. Both of these issues were addressed.

IPA Review
We concurred with the Department's findings as to the reasonableness of each instance of gun-pointing. The small number of cases from the review period, and the controlled and limited nature of each deployment that did occur, are a reflection of the officers' apparent recognition that the tactic has significance as an exercise of authority and should be utilized accordingly.

We also commend the agency for embracing this relatively new category of reviewable event as an occasion for holistic, constructive assessment of officer performance.

Supplemental issues were identified and resolved in each of the four cases.

Unfortunately, several of those issues related to a recurring problem: namely, a failure to activate body-worn cameras. It should be noted that these lapses did not appear to be intentional; nor were they especially costly in these incidents as "lost evidence" (given the presence of other officers and car cameras that captured relevant events). Still the Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 26 Packet Pg. 1047 of 1165
25 prevalence – and persistence – of this particular shortcoming clearly merits ongoing attention from the Department.

RECOMMENDATION EIGHT: PAPD should continue to work with its officers to ensure that recording equipment is functioning properly, and that lapses in compliance with activation policy are met with appropriate accountability.

Item B
Attachment A -
Independent Police
Auditor's Report - Review of
Investigations as of
November 2025
Item B: Staff Report Pg. 27 Packet Pg. 1048 of 1165
1 | Page
DATE: MARCH 17, 2026
TO: HONORABLE CITY COUNCIL
FROM: ACTING POLICE CHIEF JAMES REIFSCHNEIDER
SUBJECT: USE OF FORCE SUPPLEMENT TO IPA REPORT
This memorandum responds to the City Council’s November 2020 direction to provide use of force summary data (which encompasses all use of force incidents in which a “Supervisor’s Report on Use of Force” has been completed by the Police Department) as an attachment to each Independent Police Auditor (IPA) report. Policy Manual §300 (“Use of Force”) requires that all uses of force by Police Department members “be documented promptly, completely, and accurately in an appropriate report.”1 The policy also requires that, under certain circumstances, a “Supervisor’s Report on Use of Force” also be completed by the supervisor, and routed for approval through the chain of command up to and including the Police Chief. Most commonly, a “Supervisor’s Report on Use of Force” is completed after an officer uses some form of force that results in a visible or apparent physical injury to a subject or the subject complains of pain or alleges they were injured.

Consistent with the IPA’s expanded scope of administrative review established by the City Council in November 2020, the Department forwards the following types of use of force cases to the IPA for review and recommendations: all cases where a subject’s injuries necessitate any treatment beyond minor medical treatment in the field, and all cases where an officer uses a baton, chemical agent, TASER, less lethal projectile, canine, or firearm. The IPA’s scope of administrative review was further-expanded in July 2021 to include cases when a firearm is pointed at a subject.

Consistent with the practice established in the May 2023 iteration of this memorandum, the Department is choosing to release the race of the recipient(s) of any force used.

This summary covers the period of June 1, 2025 thru November 30, 2025.

Use of Force Cases
From June 1, 2025 thru November 30, 2025, the Police Department responded to approximately 23,000 calls for service and effected nearly 900 arrests. During that time, there were 8 cases where 1 The Palo Alto Police Department Policy Manual is updated quarterly and posted online at https://www.paloalto.gov/Departments/Police/Public-Information-Portal/Police-Policy-Manual Item B
Attachment B - Police
Department Use of Force
Report for June 2025 -
November 30, 2025
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force requiring a “Supervisor’s Report on Use of Force” was used, 2 of which fell within the IPA’s scope of administrative review. The IPA’s review of 1 of these cases appears in the current IPA report; the other will appear in a future IPA report.

The current IPA report, covering administrative investigations completed as of November 30, 2025, includes a review of 5 use of force incidents, 4 of which occurred prior to June 1, 2025. In their review of these incidents, the IPA concurred with the Department’s finding that the force employed was justified by the circumstances and consistent with policy. The race of the subject upon whom force was used was Hispanic (2), Black (2), and White (1).

June 2025 thru November 2025 Use of Force Summary
Type of Force Number of Cases Status of IPA Review
Physical Strength 8 1 completed; 1 pending review; 6 outside scope Chemical Agent 0
TASER 0
Baton 0
Less-Lethal Projectile 0
Canine 0
Firearm 0
Firearm Pointed at Person Cases
From June 1, 2025 thru November 30, 2025, officers pointed a firearm at a person on 9 occasions. Three of these cases appear in the current IPA report; the remaining 6 will appear in a future IPA report.

The current IPA report includes a review of 4 total incidents during which officers pointed a firearm at a person, each of which occurred between February, 24, 2025 and August 27, 2025. In their review of these 4 incidents, the IPA concurred in each case with the Department’s finding that the pointing of the firearm was justified by the circumstances and consistent with policy. In the 4 incidents described in the current IPA report, the races of the subjects at whom a firearm was pointed was White (1), Asian (1), Hispanic (2), and Unknown (1).

Item B
Attachment B - Police
Department Use of Force
Report for June 2025 -
November 30, 2025
Item B: Staff Report Pg. 29 Packet Pg. 1050 of 1165
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DATE:

TO:

FROM:

MARCH 17, 2026

HONORABLE CITY COUNCIL

ACTING POLICE CHIEF JAMES REIFSCHNEIDER
SUBJECT: RESPONSE TO IPA RECOMMENDATIONS IN REPORT COVERING INVESTIGATIONS AS OF NOVEMBER 30, 2025
RECOMMENDATION #1: PAPD should send out a reminder to all officers reminding them of the need to advise detainees of the reason for any stop.

The Department agrees and has issued this reminder.

RECOMMENDATION #2: PAPD should periodically ensure that all supervisors entrusted with conducting complaint investigations are trained in effective techniques for "intake" interviews with complainants.

The Department agrees and will include instructions during a quarterly Supervisor’s meeting.

RECOMMENDATION #3: PAPD should devote renewed attention to the training of supervisors in appropriate interview techniques with the subject of a use of force.

The Department agrees and has already identified this as an area with room for improvement. As a result, the Department provided an instructional block of training on this topic to all supervisors and managers at a meeting on November 6, 2025.

RECOMMENDATION #4: PAPD should advise its supervisors that when reviewing force incidents, they should consider whether taking time and deploying different (and truly empathetic) strategies could have reduced the need to use force.

The Department agrees and will reemphasize this aspect during this year’s biennial Use of Force training.

RECOMMENDATION #5: PAPD should consider whether additional training would be beneficial on how to address arrestees who are injured as a result of a use of force but not yet secured.

The Department agrees and has requested that the manager and supervisors of the Department’s defensive tactics training team explore options for this.

Item B
Attachment C - Police
Department Responses to
IPA Report, April 2026
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RECOMMENDATION #6: The Department should assign canine force reviews to supervisors who were not directly involved in/responsible for the specific decisions that precipitated the force.

The Department agrees that where feasible, a canine force review should be assigned to a supervisor who was not directly involved in/responsible for the specific decisions that precipitated the force.

RECOMMENDATION #7: The Department should evaluate different approaches to utilizing the canine when further negotiation or communication with a resistant subject has the potential to be undermined by the dog’s presence.

The Department agrees and changed the canine policy accordingly in 2022 as a result of reviewing the 2021 incident that prompted this recommendation.

RECOMMENDATION #8: PAPD should continue to work with its officers to ensure that recording equipment is functioning properly, and that lapses in compliance with activation policy are met with appropriate accountability.

The Department agrees. This is an ongoing point of emphasis for field personnel in 2026. The Department will continue to hold personnel accountable as appropriate for policy noncompliance in this area.

Item B
Attachment C - Police
Department Responses to
IPA Report, April 2026
Item B: Staff Report Pg. 31 Packet Pg. 1052 of 1165
City Council
Staff Report
From: City Manager
Report Type: INFORMATION REPORTS
Lead Department: Public Works
Meeting Date: June 15, 2026
Report #:2601-5837
TITLE
Semiannual Update on the Status of Capital Improvement Program Projects; CEQA Status – Not a Project

RECOMMENDATION
This report is provided for information only and requires no Council action.

EXECUTIVE SUMMARY
The City Council and Palo Alto community can be proud of the City’s capital improvement program (CIP). The CIP represents major investments in infrastructure functionality and sustainability, funded largely through the transfer of funding from the General Fund, including dedicated Transient Occupancy Tax (TOT) funding, as well as utility rates and various other sources. The 2026-2030 five-year CIP totaled $1.1 billion for 200 projects as reviewed by the Council in its adoption of the FY 2026 Capital Budget. Since July 2016, the City of Palo Alto has completed 117 individual community-serving projects totaling $591,454,847 in improvements.

Given the volume of CIP projects included and to provide accurate financial accounting, this report presents information current as of December 2025, representing updates in the first half of FY 2026.

A summary of all completed CIP projects is provided at the end of Attachment A. The CIP represents a major effort for much of the City workforce.

The following table summarizes the status of all projects for the six-month period of July to December 2025.

Item C
Item C Staff Report
Item C: Staff Report Pg. 1 Packet Pg. 1053 of 1165
Recurring
Projects
One Time Projects
CIP Workgroup
Pre-Design Design Construction Completed
Airport 0 0 5 1 0
Buildings and Facilities 14 5 13 8 2
Electric 9 2 3 6 0
Fiber Optic 2 0 2 0 0
Gas 4 0 2 1 0
Parks and Open Space 9 4 6 7 2
Stormwater Management 2 1 0 4 0
Streets and Sidewalks 9 0 3 0 0
Traffic and Transportation 5 1 7 3 1
Wastewater Collection 4 0 1 1 0
Wastewater Treatment 2 1 2 4 0
Water 7 0 2 1 0
Subtotals 67 14 44 37 5
Totals 169
The following table summarizes the workload by CIP group on General fund CIP projects for the six-month period of July to December 2025.

Work Group Managing CIP
General Fund CIP Projects Public Works
Engineering
Transportation Community
Services
Other
Buildings and Facilities 31 0 7 4
Parks and Open Space 8 0 20 0
Streets and Sidewalks 12 0 0 0
Traffic and Transportation 5 12 0 1
Subtotals 56 12 27 5
% of General Fund CIP Projects 56% 12% 27% 5%
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BACKGROUND
This report provides Council with an update on the status of CIP projects, with detailed and useful information for the Council and public regarding general fund and enterprise fund projects that appear on Council agendas and will be visible throughout the community. The report does not include Internal Service Funds projects (Information Technology and Vehicle).

ANALYSIS
Project Update Organization
The City of Palo Alto has a robust capital improvement program, and many individual projects are in progress at any given time. The 2026-2030 five-year CIP totaled $1.1 billion for 200 projects as reviewed by the Council in the adoption of the FY 2026 Capital Budget. The attached CIP project tables are intended to provide a quick overview of each project, including budgetary information, the anticipated completion date, a brief description of the project scope, the status of the project, and upcoming activities including Council actions. Also included in the report is a list of all completed one-time CIP projects since the introduction of the Infrastructure Management System (Attachment B).

Major/Significant Projects Summary
The 2014 Council Infrastructure Plan is a major focus of staff’s capital improvement program efforts and ties to several 2024 City Council Priorities and related objectives. The following table details the Total Project Budget and Total Actual Expenses through February 20, 2026, for the Infrastructure Plan projects.

Council
Infrastructure
Plan Projects
CIP
Number
Project Update
Total Project
Budget
Total Actual
Expenses
Completion
Date
Fire Station 3
Replacement
PE15003Completed $10,600,734 $10,600,734 Spring
2020
New California
Avenue Area
Parking Garage
PE18000Completed (Day 2 items are in
progress)
$50,207,727 $ 49,501,096 Winter
2020
Highway 101
Pedestrian/Bicycle
Overpass Project
PE11011Completed $23,734,218 $23,734,218 Fall 2021
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Charleston
Arastradero
Corridor Project
PE13011Completed $21,600,000 $ 21,143,529 Summer20
24 Downtown
Automated Parking
Guidance Systems
PL-15002 Council approved a design-build
contract in May 2023.

Construction is underway and
expected to be completed in
spring 2026.
$5,197,827 $4, 843,070 Spring 2026
New Public Safety
Building
PE15001First phase of staff moved in
September 2025. Work
continues to allow the phased
move in in Spring/Summer 2026.
$126,700,000 $125,158,581 Fall 2025
Fire Station 4
Replacement
PE18004A construction contract was
awarded in October and
construction began in December
2025.
$ $19,972,811 $4,114,515 Summer 2026
Byxbee Park
Completion
PE18006On hold pending completion of
the Baylands Comprehensive
Conservation Plan.
$3,199,189 $368,192 Summer 2028
Bicycle and
Pedestrian
Transportation
Implementation
Plan
PL-04010 This project funds the Bicycle and
Pedestrian Transportation Plan
Update, which has kicked off
recently and is slated to take
approximately 18 months to
complete. This project also funds
the implementation of various
bicycle and pedestrian projects.
$14,400,000 $10,352,154 On-Going
Downtown Parking
Structure
PE-15007 A new 274-space parking garage,
featuring six levels of above-ground
parking with a reserved area to allow
for future construction of affordable
housing on the site. Staff is
scheduled to go to ARB in June 2026.
$17,286,151 $2,191,646 Fall 2027
Current Infrastructure Plan project schedules can be found at https://www.infrastructure.cityofpaloalto.org
Key considerations for the information presented in the project update tables include:
• Project status information is current as of December 31, 2025.

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• The individual project tables align with the Capital Improvement Fund categories in the Fiscal Year 2026-2030 capital budget: Buildings and Facilities, Parks and Open Space, Streets and Sidewalks, and Traffic and Transportation.
• Enterprise Fund projects follow the order of their respective Fund in the capital budget. • Department Technology Upgrades and Improvements projects and Cubberley Property Infrastructure Fund projects are included in the Buildings and Facilities table. • Additional project information is available in the Fiscal Year 2026-2030 capital budget. • Each project table is divided into a section for one-time projects and a section for recurring projects that have ongoing annual funding.
• Budgetary figures include staff oversight costs for projects to which staff costs have been allocated.
• The table of completed projects (Attachment B) provides a summary of all CIP projects completed since the Biannual CIP updates to council began in 2016. The data is sorted from most recent to oldest.

Completed Projects
There were five completed one-time projects in the first half of Fiscal Year 2026 (July through December 2025).
• Boulware Park Improvements (PE-17005)
• Churchill Avenue Alma Street Railroad Crossing Safety Improvements (PL-20000) • Lucie Stern Community Theatre Stage Rigging System Refurbishment (AC-24000) • New Public Safety Building (PE-15001)
• Stanford Palo Alto Community Playing Fields Turf Replacement (PG-26000) One-time projects do not include the significant amount of annual work completed under ongoing recurring projects, such as streets and sidewalks repairs, parking lot maintenance, roofing replacements, and regular maintenance of Utilities assets.

Below are some photos of completed projects:

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Boulware Park Improvements (PE-17005)
Churchill Avenue Alma Street Railroad Crossing Safety Improvements (PL-20000) Item C
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Lucie Stern Community Theatre Stage Rigging System Refurbishment (AC-24000) New Public Safety Building (PE-15001)
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Stanford Palo Alto Community Playing Fields Turf Replacement (PG-26000) One-Time Projects Under Construction
The 36 projects underway as of December 31, 2025 include the following:

Capital Improvement Fund (general fund):

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• Baylands Golf Links Sand Topdressing (PG-26001)
• Baylands Interpretive Signage Program (OS-24001)
• Churchill Avenue Enhanced Bikeway (PL-14000)
• Civic Center Fire Life Safety Upgrades (PE-18016)
• Downtown Automated Parking Guidance Systems, Access Controls & Revenue Collection Equipment (PL-15002)
• Eucalyptus Tree Removal (PG-25002)
• Fire Station 4 Replacement (PE-18004)
• Foothills Nature Preserve Dam Seepage Investigation and Repairs (PE-20000) • Heritage Park Site Amenities Replacement (PG-21000)
• Homekey Facilities (PE-24005)
• JMZ Renovation (AC-18001)
• Library Automated Material Handling (LB-21000)
• Palo Alto Art Center Ceramics Equipment (AC-28003)
• Parking Management and System Implementation (PL-16002) • Ramos Park Improvements (PG-14000)
• Rinconada Park Improvements (PE-08001)
• Performing Arts Venues Seat Replacement (AC-18000)
• Roth Building Rehabilitation Phase 1 (PF-23001)
Airport Fund:
• Airport Layout Plan (AP-21000)
Electric Fund:
• Colorado Distribution Feeder Outlet Replacement (EL-22002) • Grid Modernization for Electrification (EL-24000)
• Inter Substation Line Protection Relay (EL-17005)
• Foothills Rebuild Fire Mitigation (EL-21001)
• Smart Grid Technology Installation (EL-11014)
• Substation Physical Security (EL-16003)
Gas Fund
• Gas Main Replacement Project 25 (GS-15000)
Stormwater Management Fund:
• Corporation Way System Upgrades and Pump Station (SD-21000) • Hamilton Avenue System Upgrades (SD-25000)
• West Bayshore Road Trunk Line Improvements (SD-23000) Item C
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• West Bayshore Road Pump Station (SD-20000)
Wastewater Collection Fund:
• Wastewater Collection System Rehabilitation Augmentation Project 32 (WC-20000) Wastewater Treatment Fund:
• Local Advanced Water Purification System (WQ-19003)
• Joint Intercepting Sewer Rehabilitation (Phase 1) (WQ-24000) • Secondary Treatment Upgrades (WQ-19001)
• Horizontal Levee Pilot (WQ-22001)
Water Fund:
• Water Tank Seismic Upgrade and Rehabilitation (WS-09000) Projects Implemented by Other Agencies:

Palo Alto Flood Basin Tide Gate Project
Valley Water will design and construct a seismic retrofit and rehabilitation of the existing Palo Alto Flood Basin (PAFB) Tide Gate structure to extend its service life. Phase 2 of this project includes working with the United States Army Corps of Engineers to establish a long-term replacement tide gate structure, under the South San Francisco Bay Shoreline Phase II Project.

That structure will be located where the PAFB connects to the San Francisco Bay, half a mile northeast of the Byxbee Park parking lot on the Adobe Creek Loop Trail. Season 1 of the onsite construction work for the seismic retrofit and rehabilitation of the existing tide gate structure started in September 2025. This scope under season 1 was completed on January 31, 2026.

Valley Water’s contractor could not replace the existing tide gates during first season. They will return in September 2026 to replace the tide gates. Season 2 is expected to be completed in October 2026. This portion of the Adobe Creek Loop Trail will be temporarily closed during construction.

Caltrain San Francisquito Creek Bridge Project
The Peninsula Corridor Joint Powers Board (Caltrain), City of Palo Alto and Menlo Park are working under a joint agreement to stabilize the San Francisquito Creek bank at Caltrain’s railroad bridge and City of Palo Alto’s El Palo Alto Bike/Ped bridge due to the significant damage caused by the storms in December 2022. A construction contract was awarded by Caltrain in March 2026. Construction is anticipated between June 15 through October 15, 2026, during the dry season. The City’s funding commitment is approximately $1.06 million per the contributions established in the Memorandum of Understanding (MOU) and Funding Agreement dated August 15, 2023. Funding was added to CIP PE-20001 City Bridge Improvements in FY 2025 to cover the City’s share per the MOU agreement.

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FISCAL/RESOURCE IMPACT
Funding for the projects discussed in this report was appropriated in the Fiscal Year 2026 Adopted Capital Budget and reviewed for the 2026-2030 Five-Year CIP. Funding for projects in future years of the CIP is subject to Council approval as part of the annual budget process.

STAKEHOLDER ENGAGEMENT
This report was coordinated with staff in the Administrative Services, Community Services, Office of Transportation, Public Works, and Utilities Departments. Stakeholder engagement is conducted separately for each project.

ENVIRONMENTAL REVIEW
This report is exempt from the California Environmental Quality Act (CEQA) as it is an informational report to Council. CEQA compliance is reviewed separately for each capital project.

ATTACHMENTS
Attachment A: Semiannual Update on the Status of Capital Improvement Program Projects Attachment B: Completed One-Time CIP Projects since FY 2016 APPROVED BY:

Brad Eggleston, Director Public Works/City Engineer
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ATTACHMENT A
Semiannual Update on the Status of Capital Improvement Program Projects
Capital Improvement Fund CIP Projects
• Buildings and Facilities Projects
• Parks and Open Space Projects
• Streets and Sidewalks Projects
• Traffic and Transportation Projects
Enterprise Fund CIP Projects
• Airport Projects
• Electric Projects
• Fiber Op􀆟cs Projects
• Gas Projects
• Stormwater Management Projects
• Wastewater Collection Projects
• Wastewater Treatment Projects
• Water Projects
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Program Projects
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Buildings and FaciliƟes Projects
Status as of December 2025
Buildings and FaciliƟes Projects Page 1 of 11

PROJECT STATS
FY 26 Project Status Pre-Design Design ConstrucƟon Complete Total One Time Projects 5 13 8 2 28

Recurring Projects 13

ONE-TIME PROJECTS
Animal Shelter RenovaƟon (PE-19002)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $$2,950,078 $5,915,405 Public Works Design Winter 2028
Project Status: A new five-year agreement with Pets in Need (PIN) was approved by Council in March 2024.

Discussions with PIN and City staff regarding capital projects started in late 2024, with a scope of work finalized with PIN in May 2025. Staff are working on the RFP package to bring a consultant on board. The tentaƟve schedule shows that the design should be complete by fall 2027.

Children’s Theater Facility Upgrade and Repair (AC-28002) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $3,874 $137,628 Community Services Pre-Design Fall 2026 Project Status: This project will upgrade and repair the Children’s Theatre Facility, including backstage work and storage areas, classrooms, performance stages, restrooms and public spaces. Phase 1 will focus on procuring a consultant to conduct a facility needs assessment and provide cost esƟmates.

City Hall Space Planning (PE-19000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $85,525 $681,710 Public Works Design Fall 2026
Project Status: This project involves space planning to determine future workgroup space needs and programming for the City Hall office building focused on the Police Department areas that will be vacated once the new Public Safety Building is complete and the City Hall Office Tower. The City has retained CJW Architects to conduct a space needs assessment for the vacated Police Department and the City Hall Office Tower, with a focus on post-pandemic, hybrid work. Data collecƟon and analysis for the Police Department space is currently underway, and a quesƟonnaire addressing post-pandemic, hybrid work needs for the City Hall Office Tower is in development.

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Program Projects
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Buildings and FaciliƟes Projects
Status as of December 2025
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City Radio Replacement Program (PD-25000)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $0 $2,739,500 Police Department Design Summer 2029
Project Status: Two-way commercial radios are used by many Departments in the City of Palo Alto. The City of Palo Alto operates approximately 772 radios across nine workgroups, including Police, Fire, Office of Emergency Services (OES), Community Services Park Rangers, Public Works, UƟliƟes, Development Center, and InformaƟon Technology. This project will be used to replace the original digital radios.

Civic Center Electrical Upgrade & EV Charger InstallaƟon (PE-17010) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $759,159 $2,151,761 Public Works Design Winter 2027
Project Status: This project has installed EV chargers in exisƟng downtown garages and will replace the aging Civic Center electrical switchgear and motor control centers. EV charger construcƟon at the Civic Center, Bryant Street garage and Webster Street garage was completed in December 2021. A contract was awarded in June 2021 for the design of the Civic Center switchgear replacement and is currently at the 90 percent design stage. Lead Ɵmes on switch gear are now taking eighteen months, so the project compleƟon date has been extended. The structural analysis design of the switchgear area and its permit set is complete Recent plan check comments required a redesign to accommodate fire code updates and provided some cost savings benefit.

Civic Center Fire Life Safety Upgrade (PE-18016)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $1,046,227 $1,373,192 Public Works ConstrucƟon Winter 2026 Project Status: This project will assess, update, and replace the Civic Center fire alarm system and the Emergency Responder Radio CommunicaƟon System (ERRCS). The fire life safety system is approaching the end of its useful life.

The fire alarm panel and associated equipment need an upgrade to meet current code requirements. The award of a design-build contract was approved by Council in June 2021. ConstrucƟon is complete. The fire permit will be finalized as soon as the City receives as-built drawings from the contractor. The ERRCS study will be conducted upon the compleƟon of the planning and design for 275 Forest Avenue. ModificaƟons to the fire alarm system and fire suppression systems will also need re-evaluaƟon.

Civic Center Waterproofing Study and Repairs (PE-15020) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $798,592 $1,782,622 Public Works Design TBD
Project Status: This project includes performing a structural condiƟon assessment of the Civic Center. In 2016, RDH Building Science, Inc. determined that the expansion joint on the plaza could be repaired and that replacing the Item C
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waterproof coaƟngs on the inside of the plaza perimeter planter boxes was needed. Repair of the waterproofing joint in front of City Hall was completed in winter 2023. Further study of the water intrusion into the garage was performed by a consultant in summer 2024. This project has been placed on hold.

Cubberley Gym HVAC Replacement (CB-24000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $ 826,113 Public Works Pre-Design Spring 2026
The exisƟng heaƟng system in Cubberley Gyms A & B is original to the building, which was constructed in the mid1950s. The system is currently not funcƟoning because mulƟple leaks have developed in the steel hot water piping, which is in the walls and under the floor. These leaks contributed (in addiƟon to a domesƟc water main supply leak) to significant water damage in the walls, floors, and crawl spaces of the gyms. Asbestos and mold were remediated from the under-floor crawl space. All the old heaƟng units and piping were removed from the ceilings in both gyms.

The next step is to hire a consultant to create design drawings for a new heaƟng system. This project has been put on hold due to the City’s pending purchase of the remaining Cubberley buildings and the subsequent rebuilding of a new Cubberley Community Center.

Fire StaƟon 4 Replacement (PE-18004)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $3,284,233 $ 19,972,811 Public Works ConstrucƟon Summer 2026 Project Status: This project will replace Fire StaƟon #4 at the corner of Middlefield Road and East Meadow Drive. The temporary Fire StaƟon #4 at the Cubberley Community Center is complete, and construcƟon of the new fire staƟon is currently underway. Beals MarƟn, the project’s general contractor, has completed the deconstrucƟon phase and is preparing to begin underground uƟliƟes and foundaƟon work. ConstrucƟon is scheduled for compleƟon in summer 2026.

Fire Training Facility Replacement (FD-24000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $487 $50,458 Public Works Pre-Design Fall 2026
Project Status: This project will idenƟfy an appropriate site and construct a new fire training facility in Palo Alto. This will be the first City-owned and City-maintained permanent fire training facility, and it will allow training to be conducted within City limits and therefore reduce the downƟme associated with the need for staff to travel for training and when responding to calls. Progress has not been made on this project due to staffing constraints.

Homekey FaciliƟes (PE-24005)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $2,256,042 $4,500,000 Public Works ConstrucƟon Spring 2026 Project Status: This project involves relocaƟng the City of Palo Alto (City) GreenWaste facility from its current site on Item C
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one porƟon of 1237 San Antonio Road to the rear porƟon of the same site as a result of adding the Homekey Palo Alto interim housing shelter. Homekey Palo Alto will be operated by LifeMoves who will provide intensive, customized case management for clients including counseling, employment and housing search services with the goal of paving a dignified path to self-sufficiency. The project is nearing compleƟon, with major construcƟon milestones achieved.

The relocaƟon of the GreenWaste facility has been completed, and all modular units at the Homekey site have been installed. Final connecƟons for the elevator, stairs and decking are currently underway. The plumbing, mechanical, electrical, and fire life safety are in the final stages of connecƟon, tesƟng, and commissioning. Interior finishes such as painƟng, flooring, and fixture installaƟon are also being completed within the modular units and the community building. Final site improvements, including landscaping and bioretenƟon areas, will be completed as construcƟon wraps up. Following final inspecƟons and closeout acƟviƟes, the project is expected to be complete by spring 2026.

JMZ RenovaƟon (AC-18001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $4,366,001 $4,927,730 Community Services ConstrucƟon Summer 2026 Project Status: This project funds remediaƟons and equipment purchases for the Junior Museum. In FY 2025 purchases of new equipment included washing machines and dryers for the educaƟon hub and zoo, a gate for guest services to protect delivered packages and lunches for school field trips, and new housing for repƟles. A porƟon of the project was extended through FY 2026 to complete the list of remediaƟons and equipment not purchased in FY 2025 due to staffing shortages. The projects for FY 2026 include shade structures for the Fossil Dig exhibit, net replacement in the treehouse, and venƟlaƟon improvements. CompleƟon is expected in summer 2026.

Library Automated Material Handling (LB-21000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $480,829 $2,127,496 Public Works ConstrucƟon Fall 2028
Project Status: This project includes the design and construcƟon of three new Automated Material Handling (AMH) Systems for the Children’s, Mitchell Park and Rinconada Libraries. AMH systems efficiently sort returned library materials based on the Radio Frequency IdenƟficaƟon Devices (RFID) on the materials. ConstrucƟon for the Children’s Library was completed in August 2025. The design and construcƟon of the AMH systems for Mitchell Park and Rinconada Libraries are scheduled for FY 2028 and FY 2029.

Library Furniture Replacements (LB-26001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $395,000 Library Design Summer 2029
Project Status: This project will replace broken and well-worn furniture in the public spaces of all five library branches. The current furniture is between ten and eighteen years old.

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Lucie Stern Community Theatre Mechanical Equipment Replacement (PE-24002) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $60,772 $2,450,496 Public Works Pre-Design Winter 2027
Project Status: This project will upgrade and replace the HeaƟng VenƟlaƟon and Air CondiƟoning (HVAC) system at the Lucie Stern Community Theatre. As a first step, the project will include a detailed feasibility study to determine if natural gas-powered equipment in the facility can be electrified per the recommended results of the City-wide electrificaƟon assessment. An RFP for design services is currently being compiled.

Lucie Stern Community Theatre Fire Curtain (AC-24001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $220,205 Community Services Pre-Design Winter 2027
Project Status: This project will replace the fire curtain and its associated rigging at the Lucie Stern Community Theatre. The fire curtain work will be coordinated with the Theatrical and House LighƟng System Replacement Project (PE-24003).

Lucie Stern Community Theatre Stage Rigging System Refurbishment (AC-24000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $116,113 Community Services Completed Fall 2025
Project Status: This project refurbished the most heavily used components of the stage rigging system at the Lucie Stern Community Theatre. The construcƟon contract was approved by Council on June 3, 2024. Work was scheduled to start in July 2024, but parts needed for the installaƟon were delayed. Work was completed in July 2025 with addiƟonal follow up work in October 2025 to complete the project.

Lucie Stern Community Theatre Theatrical and House LighƟng System Replacement (PE-24003) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $41,347 $333,210 Public Works Design Winter 2027
Project Status: This project will upgrade and replace lighƟng systems at the Lucie Stern Community Theatre for stage work areas, the performance stage, and audience areas. The building documents for the new system are complete, and an RFP for a Design Build EnƟty will be submiƩed for bidding. The Ɵming of this project will coincide with the Community Theatre Mechanical Equipment Replacement (PE-24002). A design build method of project delivery has been approved.

Mitchell Park Library Repair (PE-24006)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $61,386 $624,822 Public Works Design Fall 2026
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Project Status: This project will repair the damage caused by a vehicular accident in January 2023. A vehicle ran into the north wall of the Mitchell Park Library near the center of the building. The car impacted an area of the stone cladding on cold-formed steel studs, causing the cladding to fall from the wall and the wall to bulge into the building’s interior. Architectural and structural surveys and reports were completed. The stone cladding wall will require replacement, but the structural steel frame was not damaged. The project was approved by the Building Department. The project received bids in March 2026. ConstrucƟon is expected to start by June 2026.

Mitchell Park Community Center Audio Visual Equipment (AC-26000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $340,000 Community Services Design Fall 2025
Project Status: This project will replace the built-in audio-visual equipment at the Mitchell Park Community Center because the equipment is either nonfuncƟoning or funcƟoning at a limited capacity.

Municipal Service Center LighƟng, Mechanical, and Electrical Improvements (PF-16006) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $1,223,795 $8,221,044 Public Works Design Winter 2027
Project Status: This project replaces original mechanical, electrical, and lighƟng systems installed in 1966. It also includes design and construcƟon for office renovaƟons for the Zero Waste group. The electrical design is complete, and the planning permit was approved in spring 2024. However, addiƟonal stakeholder review is needed to ensure the scope aligns with anƟcipated future capacity requirements.

New Downtown Parking Garage (PE-15007)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $1,669,257 $17,286,151 Public Works Design Fall 2027
Project Status: In December 2021, Council directed staff to look at the feasibility of partnering with a private enƟty to develop new parking using downtown in-lieu parking fees in conjuncƟon with housing or other uses, including the use of City surface lots or privately held parcels. A Request for InformaƟon was issued in December 2022 and staff reviewed proposals and held interviews in May 2023. Council gave direcƟons to staff in December 2023 to advance the project in conjuncƟon with advancement of affordable housing in the Downtown area. In December 2024, the City executed a contract with Watry Design, Inc. to provide for design, environmental review, and construcƟon administraƟon services for the New Downtown Parking Garage. Concept designs were presented to Council in April 2025. The Architectural Review Board reviewed the conceptual designs in December 2025.

New Public Safety Building (PE-15001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $122,812,614 $ 126,700,000 Public Works Completed Summer 2025 Item C
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Project Status: This project built a new, modern Public Safety Building (PSB) to meet current essential services standards and the future needs of the public safety departments. The PSB and new garage in the California Avenue business district are now an integrated project and both are part of the 2014 Council Infrastructure Plan.

Construction on the PSB started in March 2021 and will continue into spring 2025. The project obtained temporary certificate of occupancy at the end of May 2025. The first phase of staff moved into the PSB in September 2025. The City held a grand opening ceremony in November 2025. Phase 2 of the PSB move-in is being finalized.

PAAC Auditorium Audio Visual Equipment and Facility Public Address System (AC-26001) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $191,000 Community Services Design Fall 2026
Project Status: This project will update the current audio-visual equipment in the Palo Alto Art Center auditorium, making it more funcƟonal for facility rentals and City events. In addiƟon, the project includes funding for new chairs and a facility-wide Public Announcement System for community safety. The Art Center is currently coordinaƟng the purchasing of replacement chairs for the space and meeƟng with vendors to secure esƟmates for the audio visual component of the project.

Palo Alto Art Center Ceramics Equipment (AC-28003)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $74,039 $170,879 Community Services ConstrucƟon Winter 2027 Project Status: This project renews and replaces ceramics program equipment, upgrades electrical infrastructure, and waterproofs outdoor kiln sheds. The majority of the Art Center’s exisƟng ceramics equipment was obtained during the renovaƟon of the Art Center in 2011 and 2012. These pieces of equipment show signs of aging, necessitaƟng facility updates. The enƟre project has been completed, apart from the purchase of the gas kiln, which is currently in the bid process. The gas kiln’s anƟcipated arrival and installaƟon is in winter 2027.

Performing Arts Venues Seat Replacement (AC-18000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $1,215,428 $1,341,406 Public Works ConstrucƟon Winter 2026 Project Status: This project will replace all the seats in the Community and Children’s Theatres. Staff hired a consultant to design the seat replacements and ADA upgrades for the Children’s Theatre porƟon of the project. The Children’s Theatre seats replacement was completed in November 2022. A contract for the design of the Community Theatre was issued in June 2023. Council approved the construcƟon contract on April 22, 2024, and the ADA upgrades along with the installaƟon of auditorium seaƟng were completed in spring 2025. PainƟng of the auditorium has been completed. Ramp modificaƟons and conduit work are expected to be completed in winter 2026.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 20 Packet Pg. 1072 of 1165
Buildings and FaciliƟes Projects
Status as of December 2025
Buildings and FaciliƟes Projects Page 8 of 11
Rinconada Pool Family Changing Room (PE-24004)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $88,395 $1,406,158 Public Works Design Fall 2027
Project Status: The project will construct a gender-neutral restroom and family changing facility that is compliant with the Americans with DisabiliƟes Act (ADA) at the Rinconada Pool. The facility will include two separate rooms, each consisƟng of a toilet, sink, shower, and child/adult changing staƟon. The facility will provide community members who have special needs and individuals who require privacy an accessible space for changing and personal hygiene. Design of the family changing rooms started in December 2024. However, due to addiƟons to project scope, staff started coordinaƟng with the consultant on revising the plans scheduled for January 2026.

Roth Building RehabilitaƟon Phase 1 (PF-23001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $11,032,176 $11,438,449 Public Works ConstrucƟon Summer 2025 Project Status: This project implements Phase I of the rehabilitaƟon and build-out of the Roth Building facility. Phase I will make the building suitable for occupancy, also known as a “warm shell. Phase II of the rehabilitaƟon includes the interior build-out of the museum and exhibits, readying the facility to welcome visitors, and will be funded by the Palo Alto History Museum (PAHM). A Tenant Work LeƩer was approved by Council in April 2023, and construcƟon is underway including underground uƟliƟes, roof, demoliƟon, and abatement. Phase I of this project will be substanƟally completed in February 2025. The project was accepted as fully complete effecƟve June 12, 2025. Further meeƟngs are being held for compleƟon of construcƟon for the City archives’ locaƟon and acƟvaƟon of community spaces, i.e. consisƟng of a community room, boardroom, archives room, educaƟon resource room, and the park restroom. Access to these rooms as well as janitorial services, maintenance and technology support are among the areas being planned and will be coordinated with the museum over the coming months.

RECURRING PROJECTS
Americans With DisabiliƟes Act Compliance (PF-93009)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $450,000 Public Works N/A Recurring
Project Status: This project provides accessibility upgrades to City faciliƟes and equipment. It includes conƟnued funding for improvements such as path of travel, restrooms, drinking fountains, and counters. An updated ADA TransiƟon Plan was adopted by Council in June 2021. Staff is waiƟng to solicit new soŌware that will allow staff to idenƟfy and log new barriers, track grievances from the public, and update the ADA TransiƟon Plan Report.

Building Systems Improvements (PF-01003)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 21 Packet Pg. 1073 of 1165
Buildings and FaciliƟes Projects
Status as of December 2025
Buildings and FaciliƟes Projects Page 9 of 11
$373,731 $1,052,725 Public Works N/A Recurring
Project Status: This project provides electrical, mechanical, plumbing, structural, and security upgrades for City faciliƟes.

The permit process for Building and Fire has been completed for the UCC Emergency Generator Replacement project. An IFB for this project was put out for public bid, and a contractor has been selected. The construcƟon contract was approved by City Council. The contractor has ordered the equipment, and construcƟon is scheduled to start in fall 2026 because of the long lead Ɵme. Fire alarm systems were replaced at Lot R and Lot S/L.

California Avenue Parking District Parking Improvements (PF-25000) Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $100,000 Public Works N/A Recurring
Project Status: This project will implement parking improvements in the California Avenue parking district such as parking lot resurfacing, striping and signing; parking structure painƟng or staining; electrical system upgrades needed to support improved lighƟng security, parking, fountains and/or other systems; and replacement or rehabilitaƟon of parking lot signs.

Charging StaƟons Repair and Maintenance (PF-26001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $100,000 Public Works N/A Recurring
Project Status: This project implements the ongoing maintenance and replacement of eighty-nine public-use charging staƟons for electric vehicles (EVs) throughout the City. Three ChargePoint chargers were replaced in the 1st half of FY 2026.

City Facility Parking Lot Maintenance (PE-09003)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $107,9170 $195,000 Public Works N/A Recurring
Project Status: This project repairs, resurfaces, or reconstructs parking lots and walkways at various City faciliƟes, including restriping and signage. The Golf Course Service Parking Lot and Terman Center Parking Lot were completed as part of the FY 2025 Street Resurfacing Project this Fall. The Eleanor Pardee Garden center access will be repaired as part of the FY 2027 Street Resurfacing Project and the Gamble Garden Parking will be repaired as part of the FY 2028 Street Resurfacing Project.

Cubberley Repairs (CB-17001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $476,935 $ 650,000 Public Works N/A Recurring
Project Status: This project is for general maintenance needs of the Cubberley campus. No work occurred during 1st half of FY 2026.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 22 Packet Pg. 1074 of 1165
Buildings and FaciliƟes Projects
Status as of December 2025
Buildings and FaciliƟes Projects Page 10 of 11
Cubberley Roof Replacements (CB-16002)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $39,170 $ 303,375 Public Works N/A Recurring
Project Status: This project replaces exisƟng roofs at Cubberley Community Center. The Pavilion Roofing project was canceled due to the City’s pending purchase of the remaining Cubberley buildings and then ulƟmately rebuilding a new Cubberley Community Center.

Electric Charger Infrastructure InstallaƟon (PF-23000)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $56,737 $ 122,453 Public Works N/A Recurring
Project Status: This project designs and installs electric vehicle chargers at various City faciliƟes. The primary use of the electric vehicle chargers will be for City fleet vehicles There were no new chargers installed in the 1st half of FY 2026.

ElectrificaƟon of City FaciliƟes (PE-24001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $ 153,642 $0 Public Works Pre-Design Fall 2030
Project Status: This project will evaluate feasibility, prepare designs, and implement construcƟon for the electrificaƟon of fossil fuel consuming building systems in coordinaƟon with the Building Systems Improvements project (PF-01003).. The City evaluated the Facility CondiƟon Assessment reports to help idenƟfy five faciliƟes for iniƟal project implementaƟon:
the Golf Course Pro Shop/Restaurant, Ventura Community Center, Art Center, Downtown Library, and College Terrace Library. This effort will help inform electrificaƟon delivery approaches, site-specific logisƟcal and construcƟon consideraƟons, and establish best pracƟces for large facility conversions. The Request for Proposal is in its final draŌ and anƟcipates release for early 2026. Funding is also included for the HVAC electrificaƟon upgrade at the 445 Bryant Street property. The replacement of seven gas package units with seven new heat pump package units is complete.

Community Services has started running classes out of the facility now.

Facility Interior Finishes Replacement (PF-02022)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $275,123 $457,516 Public Works N/A Recurring
Project Status: This project improves the interior finishes of City faciliƟes, including flooring, walls, cabinets, paint, lighƟng, ceiling Ɵles, soundproofing, and fixed office furniture, doors, windows, and associated fire/life safety, mechanical, electrical and plumbing code compliance requirements.

Fire Equipment Replacement (FD-25000)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 23 Packet Pg. 1075 of 1165
Buildings and FaciliƟes Projects
Status as of December 2025
Buildings and FaciliƟes Projects Page 11 of 11
$9,647 $1,691,847 Fire Department N/A Recurring
Project Status: This project funds ongoing replacement of Fire and Emergency Medical Services (EMS) equipment used for training, medical response, and technical rescue in all emergency situaƟons.

Police Video Recording Systems Replacement (PD-20000)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $ 170,644 $ 214,800 Police Department N/A Recurring
Project Status: This project maintains the Palo Alto Police Department video recording systems used to record events in the field with up to five in-car cameras as well as body-worn cameras (BWC). In FY 2024, the City solicited a new vendor to include the in-car and BWC systems and newly added fixed interrogaƟon systems in the Public Safety Building (PSB). A vendor was selected, and City Council approved a Purchase Order. Materials have been shipped, and the transiƟon is in process. Full implementaƟon is expected to be completed on or around the end of FY 2026. The CIP will remain open to coordinate with the vehicle replacement cycle.

Roofing Replacement (PF-00006)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $56,924 $380,018 Public Works N/A Recurring
Project Status: This project replaces exisƟng roofs at City faciliƟes that have outlived their useful lifespans. The Animal Shelter roof recoat has been delayed due to roof modificaƟons required for the proposed kennel remodel. Permits for the Phase 2 of the Lucie Stern Community Theatre roof replacement project has been completed. An IFB for construcƟon was issued in spring 2025 with construcƟon expected to begin in summer 2025. The Lucie Stern Community Theatre roof replacement is now complete. A consultant has been hired to evaluate the structural integrity of the Baylands InterpreƟve Center roof and give roofing replacement recommendaƟons.

University Avenue Parking Improvements (PF-14003)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $44,512 $87,000 Public Works N/A Recurring
Project Status: This project maintains parking lots and parking structures within the University Avenue Downtown Business Parking District. Beginning in winter 2025, the University pedestrian underpass refurbishment project will start construcƟon. Project includes repainƟng of the pedestrian tunnels and installaƟon of new lighƟng fixtures; it is anƟcipated to complete construcƟon in spring 2026.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 24 Packet Pg. 1076 of 1165
Parks, Open Space and Golf Projects
Status as of December 2025
Parks, Open Space and Golf Projects Page 1 of 9

PROJECT STATS
FY 26 Project Status Pre-Design Design ConstrucƟon Complete Total One Time Projects 4 6 7 2 19
Recurring Projects 9

ONE-TIME PROJECTS
Baylands Comprehensive ConservaƟon Plan (PG-17000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $386,401 $458,852 Community Services Design Winter 2027 Project Status: This project will implement a conservaƟon plan that will examine naƟve vegetaƟon, wildlife habitat resources, and wildlife-appropriate public access for the enƟre Baylands, including Byxbee Park. This plan will provide informaƟon to successfully manage wildlife habitat and provide trails or other recreaƟon ameniƟes; provide a design overlay for appropriate types and locaƟons of public art in the Baylands; and design interpreƟve messaging throughout the Baylands. The plan seeks to opƟmize opportuniƟes for low-impact recreaƟon ensuring that these are compaƟble with the Baylands Master Plan direcƟon for passive use of the nature preserve. The ConservaƟon Plan will also provide input for the Byxbee Park CompleƟon project. The Parks and RecreaƟon Commission has created an Ad Hoc CommiƩee to work with staff on this project. Staff and the Ad Hoc CommiƩee have been reviewing the draŌ plan and idenƟfying gaps and highlighƟng where updates are required.

Baylands Golf Links Sand Topdressing (PG-26001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $ 0 $66,000 Community Services ConstrucƟon Summer 2026
Project Status: This project provides sand-topdressing for the natural turf fairways and puƫng greens at the Baylands Golf Links golf course. The topdressing is an essenƟal applicaƟon of sand to improve growing condiƟons, drainage, and playability, specifically aŌer rain events and throughout the wet winter season. An applicaƟon of sand has been applied as a top layer to promote new turf growth, allow for beƩer drainage, and provide a smoother playing surface. AddiƟonal sand may be applied upon return of warm weather in the summer during peak growth season.

Baylands Levee Repair for Public Safety Access (OS-09002) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $54,298 $342,298 Community Services Pre-Design Summer 2028 Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 25 Packet Pg. 1077 of 1165
Parks, Open Space and Golf Projects
Status as of December 2025
Parks, Open Space and Golf Projects Page 2 of 9
Project Status: This project provides funding to restore the width and height of the earthen flood levee between Harbor Road near the Baylands InterpreƟve Center and the perimeter levee of the Airport to protect the interior areas, provide emergency and operaƟonal vehicle access, and offset the potenƟal for localized flooding and erosion to the trail. Pre-design work has begun; however, the majority of funding was pushed to FY 2028, following Finance CommiƩee acƟon on September 8, 2025.

Baylands InterpreƟve Signage Program (OS-24001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $ 117,962 $178,366 Community Services ConstrucƟon Fall 2025 Project Status: The grant-funded project will install interpreƟve signage and exhibits on two miles of trails and on the boardwalk at the Palo Alto Baylands. The fabricaƟon and installaƟon of 21 interpreƟve signs spread along two miles of trails in the Palo Alto Baylands and 41 interpreƟve signs on the 850-foot boardwalk was completed in October 2025In October 2024, the City received an announcement that the Grant performance period would end six months earlier than originally planned, on December 30, 2025, rather than June 2026. With the performance period constricted, the city was concerned that more Ɵme would be needed to ensure that the elements could be completed and so applied for an extension of the performance period. In October 2025, the City’s request for an extension to the grant performance period was approved. The remaining grant funds of $41,818 were released allowing scope to be completed in a new performance period that ends December 30, 2026.

Boulware Park Improvements (PE-17005)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $5,793,204 $6,107,473 Public Works Completed Fall 2025
Project Status: This park renovaƟon project was iniƟally planned in FY 2018 but was postponed due to an increase in scope to incorporate the adjacent AT&T lot purchased by the City in 2019. A Park Improvement Ordinance for the improvements was adopted by the City Council in October 2021, and a construcƟon contract was awarded in summer 2023. The park opened to the public in spring 2025. All contract punch list items were completed in December 2025..

Byxbee Park CompleƟon (PE-18006)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $368,192 $3,199,189 Public Works Pre-Design Summer 2028 Project Status: This project allows for the remaining improvements to Byxbee Park that follow the compleƟon of the landfill capping work. The Baylands Comprehensive ConservaƟon Plan (BCCP), which is currently undergoing CEQA analysis, will include recommendaƟons on the scope of the Byxbee Park project. The BCCP and the conceptual plan for Byxbee Park need addiƟonal outreach and review which is anƟcipated to conƟnue through FY 2027. The project has been moved to FY 2028 pending compleƟon of the BCCP.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 26 Packet Pg. 1078 of 1165
Parks, Open Space and Golf Projects
Status as of December 2025
Parks, Open Space and Golf Projects Page 3 of 9
El Camino Park Turf Replacement (PG-24000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $ 41,620 $842,000 Community Services Design Fall 2026
Project Status: This project has been paused and Council has provided direcƟon to use a porƟon of this project’s funding to complete a comprehensive study comparing syntheƟc turf to natural grass with a case study focused on El Camino Park. The study is complete and was presented to Council in December 2025 and planned to be brought back again to Council in January 2026 for approval. The study assessed environmental and health impacts, field uƟlizaƟon capacity, and capital and operaƟng costs required for both types of fields. The study provides recommendaƟons to Council for replacement of turf at El Camino Park.

Eucalyptus Tree Removal (PG-25002)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $ 105,860 $410,102 Community Services ConstrucƟon Fall 2027 Project Status: This Hazardous Fuel Abatement project idenƟfied Eucalyptus trees from the City of Palo Alto’s open space preserves for removal. During Phase 1 of this CIP, 36 Eucalyptus trees were removed within Esther Clark Park to reduce hazardous fuels adjacent to homes in the Palo Alto Wildland Urban Interface. Foothills Nature Preserve and Arastradero Preserve are to be evaluated for further Eucalyptus tree removals. This project is being expanded through Fiscal Year 2027. Staff are working cross-departmentally to prioriƟze Arastradero Preserve and Foothills Nature Preserve for phases 2 and 3. The majority of Phase 2 tree removals were completed in December 2025.

Foothills Nature Preserve Boronda Lake Dock Replacement (OS-18000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $1,675 $156,243 Public Works Design Summer 2026
Project Status: This project is a refurbishment of the exisƟng dock. The dock was originally built in 1965 and was last refurbished in 2010 with repairs to the wood decking. The current condiƟon of the dock has declined and now requires complete replacement with new decking, ramp, floats, and pilings. Materials for the dock have been ordered, and replacement work will begin in early 2026.

Foothills Nature Preserve Dam Seepage InvesƟgaƟon and Repairs (PE-20000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $118,549 $224,815 Public Works ConstrucƟon Summer 2026
Project Status: This project will study the locaƟon of historic seepage from the Foothills Nature Preserve Dam at the sharp bend in the road on the face of the dam and will locate and invesƟgate the pipe and trench backfill material.

The source of the seepage is suspected to be the trench backfill around the pipe that returns shallow groundwater to Boronda Lake. Staff conƟnue to monitor and invesƟgate the seepage of the Department of Water Resources Division of Safety of Dams (DSOD) inspecƟons and recommendaƟons. Staff completed camera inspecƟons of the Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 27 Packet Pg. 1079 of 1165
Parks, Open Space and Golf Projects
Status as of December 2025
Parks, Open Space and Golf Projects Page 4 of 9
underdrain pipes to idenƟfy potenƟal obstrucƟons and leakage issues. Per the DSOD recommendaƟons, the City’s consultant installed a weir on the downstream side of the dam in spring 2025 which would allow the City to collect quanƟtaƟve measurements of the seepage flow and inform the seepage trends and needs for a long-term soluƟon The effecƟveness of the weir installed in spring 2025 for measuring seepage condiƟons conƟnues to be monitored.

Foothills Nature Preserve Improvements (PE-21000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $363,899 $3,421,243 Public Works Design Summer 2030
Project Status: This project has repaired the bridge to Sunfish Island, and will complete the design and permiƫng to replace the footbridge in Los Trancos Valley, replace the grade control structures along Buckeye Creek, provide new split rail fencing to protect sensiƟve areas, provide new pedestrian pathways, signage, traffic control features to keep park visitors safe while walking along the park road, and add improvements to some of the exisƟng parking areas to make them safer and more efficient. Council awarded a professional services contract for addiƟonal outreach, detailed design, and bid package preparaƟon for pathways, fencing, and parking improvements in spring 2024. In fall 2025, Council referred the project to the Parks and RecreaƟon Commission (PRC) for potenƟal scope reducƟons for the FY 2026 budget.. In fall 2025, staff obtained feedback from PRC on the reduced scope. The City’s consultant began detailed design and construcƟon documents per recommended reduced scope. Staff anƟcipates a Park Improvement Ordinance recommendaƟon in early 2026. The replacement of the footbridge in Los Trancos Valley and the grade control structures along Buckeye Creek have been moved to FY 2029 and FY 2030 due to staffing constraints.

Golf Course Net and ArƟficial Turf Replacement (PG-18000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $847,789 Community Services Pre-Design Fall 2028
Project Status: This project will remove and replace the golf course driving range neƫng and syntheƟc turf. This project has been delayed due to the assessment of addiƟonal ball retenƟon needs throughout the golf course. Staff has partnered with First Tee Silicon Valley on a short-term agreement and is currently developing a long-term agreement for driving range and pracƟce facility improvements. Concurrently, staff is finalizing a Second Deck Study that could impact the Ɵming and extent of replacement.

Heritage Park Site AmeniƟes Replacement (PG-21000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $37,275 $143,132 Community Services ConstrucƟon Summer 2025 Project Status: The project will replace select walkways and all of the site ameniƟes in Heritage Park including benches, picnic tables, trash receptacles, playground arbor, bicycle racks and drinking fountain. Improvements completed include replacement of retaining walls in the playground area and repairs to decomposed granite Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 28 Packet Pg. 1080 of 1165
Parks, Open Space and Golf Projects
Status as of December 2025
Parks, Open Space and Golf Projects Page 5 of 9
pathways throughout the park. Further work throughout December 2025 included repairs to asphalt pathways, benches, and landscape improvements. Staff has met with stakeholders and plans to bid out the remaining fencing work to connect access from the playground to the Roth Building public restroom., Johnson Park RenovaƟon (PE-21002)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $2,050,000 Community Services Design Summer 2027
Project Status: This project renovates exisƟng park elements, including asphalt concrete and brick pathways, site furnishings, playground equipment and resurfacing, fencing, and improvements to irrigaƟon and lighƟng. Safety improvements associated with asphalt pathways repairs were addressed in fall 2025 as part of Public Works Engineering’s annual street resurfacing project.

Ramos Park Improvements (PG-14000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $646,631 $767,788 Community Services ConstrucƟon Winter 2027 Project Status: This project replaces the playground equipment at Ramos Park. Council awarded a cooperaƟve agreement with Ross RecreaƟon in June 2024 to replace and install the playground equipment for Ramos Park.

Playground equipment was replaced in spring 2025. Funding has been added to this project for replacement of site ameniƟes and basketball court resurfacing repairs to occur in FY 2026-2027 and be completed by winter 2027 Rinconada Park Improvements (PE-08001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $5,761,775 $10,376,726 Public Works ConstrucƟon Fall 2030 Project Status: This project provides upgrades to safety, site ameniƟes, playground faciliƟes, a new restroom, irrigaƟon, drainage, and ADA accessibility improvements at Rinconada Park. These improvements were idenƟfied in the Rinconada Long Range Plan (LRP). Phase 1 park improvements to the western half of the park were completed in spring 2022. A new restroom was installed and opened to the public in summer 2024. Funding was approved by Council in FY 2025 to complete structural and electric design for replacement of a storage unit (purchased by Palo Alto Tennis Club (PATC)) at Rinconada Park. The design has been completed and a Memorandum of Understanding between the City and PATC is in progress. Per PATC request, further work on the project has been paused. According to the LRP, future improvement phases will include improvements to the eastern half of the park by FY 2030, including pathway improvements, ADA upgrades, planƟng, irrigaƟon, lighƟng, and site furnishings.

Robles Park Improvements (PE-18015)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $210,874 $1,073,351 Public Works Design Fall 2026
Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 29 Packet Pg. 1081 of 1165
Parks, Open Space and Golf Projects
Status as of December 2025
Parks, Open Space and Golf Projects Page 6 of 9
Project Status: This project will replace playground equipment. Community meeƟngs were held in September 2023 and March 2024 to obtain community input. An online community survey regarding the play equipment was completed in January 2025. The project compleƟon has been extended to fall 2026 due to staffing constraints.

Stanford Palo Alto Community Playing Fields Turf Replacement (PG-26000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $36,504 $2,707,547 Community Services Completed Fall 2025 Project Status: The project will replace the syntheƟc turf at the Stanford Palo Alto Community Playing Fields. The Stanford Palo Alto Community Playing Fields accommodate year-round play, including addiƟonal evening play with some temporary lighƟng. Since the turf was installed in 2016, it has been in high demand and is used by youth and adult leagues as well as walk-on play. SyntheƟc turf has a typical lifespan of approximately eight to ten years with each year of use contribuƟng to gradual wear and tear resulƟng in loss of pile height, turf fiber, and infill. The design was completed in fall 2024, construcƟon began in summer 2025 through an approved sole source contract, and the turf replacement was completed in December 2025.

Werry Park Playground Improvements (PG-22000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $350,000 Community Services Pre-Design Summer 2028
Project Status: This project provides funding for the replacement and accessibility improvements of the exisƟng playground. The benches, tables, trash receptacles, bicycle rack and drinking fountain have reached the end of their useful life and need replacement as well. Perimeter landscaping will be replaced as part of this project.

RECURRING PROJECTS
Art in Public Spaces (AC-86017)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $269,649 $1,774,351 Community Services N/A Recurring
Project Status: This project provides the ongoing temporary and permanent artworks throughout the City of Palo Alto. ArƟst-in-Residence Aleo Landeta completed their residency and installed a temporary sculpture on King Plaza.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 30 Packet Pg. 1082 of 1165
Parks, Open Space and Golf Projects
Status as of December 2025
Parks, Open Space and Golf Projects Page 7 of 9
ArƟst Kiana Honarmand has completed her community outreach and is developing her final report and artwork design for King Plaza. The final art piece was installed at the Public Safety Building, and artwork is under development for Fire StaƟons 4 and 5, the downtown parking garage, and for three murals downtown as well as a series of temporary murals at the California Avenue garage. The 2025 Code: ART fesƟval drew approximately 25,000 people downtown over three evenings, and plans are underway for the next Code: ART in 2027. A new series of ArtLiŌ grant projects are planned for early 2026 to animate Cubberley campus and our commercial corridors with temporary public art.

AthleƟc Courts Resurfacing (PG-06001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $43,184 $315,190 Community Services N/A Recurring
Project Status: This project repairs and resurfaces athleƟc courts in various Palo Alto parks. The reconfiguraƟon and resurfacing of the Greer Park basketball courts wwere completed in July 2025. The Bike Safety Park (formerly referred to as the Traffic Garden located at Ventura Community Center) construcƟon was completed as part of the FY 2025 Street Resurfacing Project in summer 2025. Also, resurfacing of the basketball courts at Ventura Community Center was completed in fall 2025.

Benches, Signage, Walkways, Perimeter Landscaping (PG-06003) Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $320,887 $212,198 Community Services N/A Recurring
Project Status: This project restores and replaces exisƟng benches, signage, fencing, walkways, and landscaping at various City faciliƟes. In June 2025, 13 replacement picnic benches were installed at Rinconada Pool. Design for 26 Park signs has been completed, and new signage has been installed at Boulware and Fred Eyerly Tower Well Park.

AddiƟonally, trailhead signage was installed at Pearson-Arastradero Preserve. Other Park ameniƟes replaced include tennis court windscreens at Weisshaar Park and drinking fountains at Mitchell Park. Lastly, LyƩon Plaza fountain grate design was completed in May 2025, with installaƟon planned for 2026.

Dog Park InstallaƟon and RenovaƟon (PG-18001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $372,039 $150,000 Community Services N/A Recurring
Project Status: This project enables the construcƟon of dog parks at various City parks and faciliƟes for construcƟng new or renovaƟng exisƟng dog parks. A renovated Mitchell Park Dog Park was opened to the public in April 2025 which improved the dog park with separate areas for large and small dogs. A new dog park was built as part of the Boulware Park expansion project and opened to the public in May 2025.

Off-Road Pathway Resurfacing and Repair (OS-09001)
Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 31 Packet Pg. 1083 of 1165
Parks, Open Space and Golf Projects
Status as of December 2025
Parks, Open Space and Golf Projects Page 8 of 9
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $133,000 Public Works N/A Recurring
Project Status: This project repairs, resurfaces, or replaces pathways as needed within the City of Palo Alto.

Pathways are chosen based on safety inspecƟons, condiƟon, and usage. Open Space pathways are currently under review for repair.

Open Space Lakes and Pond Maintenance (OS-00002)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $27,798 $121,730 Community Services N/A Recurring
Project Status: This project rehabilitates lakes and ponds in open space nature preserves to protect wildlife habitat and recreaƟonal safety and to meet State Division of Safety of Dams requirements. A new three-year contract was awarded in July 2024 for the removal of aquaƟc vegetaƟon in Boronda Lake, which is conducted twice annually in the spring and fall.

Open Space Trails and AmeniƟes (OS-00001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $217,582 $300,673 Community Services N/A Recurring
Project Status: This project restores unpaved trails, fences, picnic areas, and campgrounds at Foothills, Baylands, and Pearson-Arastradero Nature Preserves. A new five-year maintenance contract was awarded in November 2024.

Annual mowing of 60 acres of fire fuel break were completed in early Summer 2025, and 1.5 miles of trail tread repair was completed on Los Trancos Trail in fall 2025.

Parks and Open Space Emergency Repairs (PG-09002)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $ 260,110 $356,561 Community Services N/A Recurring
Project Status: This project replaces or repairs playgrounds, play yard surfaces, wooden structures, park ameniƟes, and play equipment in the event of storms, fire, vandalism, or structural failure. In spring 2025, slide replacements were installed at Johnson and Juana Briones Parks. Repairs were done at the Magical Bridge playground including two saucer swings, wooden play elements, and rubber surfacing. The Mitchell Park splash pad also had rubber surfacing repairs performed. In December 2025, all the pathway planks of the Briones pedestrian bridge were replaced with the recommendaƟon in the City-Wide Bridge Structural Assessment. AddiƟonally, the spinner play piece at the Magical Bridge playground was replaced. The Mitchell Park pickleball court entry gate was fixed to now swing inward instead of outward which was impeding the pedestrian path of travel.

Park Restroom InstallaƟon (PG-19000)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 32 Packet Pg. 1084 of 1165
Parks, Open Space and Golf Projects
Status as of December 2025
Parks, Open Space and Golf Projects Page 9 of 9
$248,684 $753,898 Community Services N/A Recurring
Project Status: This project installs new restrooms at City parks that currently do not have restroom faciliƟes. In summer 2024, the Ramos Park restroom construcƟon was completed and opened to the public. Staff is currently working on the replacement of the exisƟng two-stall restroom near the Magical Bridge Playground at Mitchell Park with a new four-stall prefabricated restroom building. The building was purchased in fall 2025. Contractor bidding is esƟmated to begin in spring and the restroom building delivery, and site construcƟon is esƟmated to be completed in summer 2026.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 33 Packet Pg. 1085 of 1165
Streets and Sidewalk Projects
Status as of December 2025
Streets and Sidewalk Projects Page 1 of 4

PROJECT STATS
FY 26 Project Status Pre-Design Design ConstrucƟon Complete Total One Time Projects 0 3 0 0 3
Recurring Projects 9

ONE-TIME PROJECTS
California Avenue District Gateway Signs (PE-17004)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $26,943 $162,783 Public Works Design Fall 2026
Project Status: This project includes the design and replacement of two exisƟng gateway signs for the California Avenue business district. IniƟal public outreach was completed in winter 2021. The California Avenue District Gateway Signs project is in the next phase of improvements following the California Avenue Streetscape update and near-term improvements. The signage plan includes a primary gateway sign at the intersecƟon of California Avenue and El Camino, along with a companion sign at the Birch Street exit ramp off of Oregon Expressway. This project will be discussed with the Architectural Review Board by the second quarter of 2026 and presented to City Council for approval later in 2026.

Newell Road/San Francisquito Creek Bridge Replacement (PE-12011) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $ 4,416,929 $23,456,670 Public Works Design Spring 2027 Project Status: This project removes and replaces the Newell Road bridge over San Francisquito Creek with a clear span to allow the channel to convey up to the natural capacity of the San Francisquito Creek, approximately 7,500 cubic feet per second, and to improve safety for vehicular, bicycle, and pedestrian traffic. The project is being closely coordinated with the City of East Palo Alto, Valley Water, and San Francisquito Creek Joint Powers Authority (SFCJPA). Granite ConstrucƟon was awarded the construcƟon contract on June 16, 2026. The NoƟce to Proceed was issued in August and street tree removal was done in September. In addiƟon, AT&T, Comcast and PG&E completed the overhead power and fiber line relocaƟon in December 2025 Street Lights CondiƟon Assessment (PE-13014)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $8,799 $251,023 Public Works Design Fall 2027
Project Status: This project will assess the condiƟon of the City’s streetlight system. The assessment will include an Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 34 Packet Pg. 1086 of 1165
Streets and Sidewalk Projects
Status as of December 2025
Streets and Sidewalk Projects Page 2 of 4
inventory of the enƟre lighƟng system, including age and condiƟon of conduit, wiring, streetlight poles, foundaƟons, luminaires, and lighƟng coverage. The project will also determine the inspecƟon, maintenance, repair, and rehabilitaƟon necessary to prolong the life of the City’s streetlight system. This project has not started due to staffing constraints.

RECURRING PROJECTS
City Bridge Improvements (PE-20001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $749,852 $1,608,071 Public Works N/A Recurring
Project Status: This project includes recurring bridge inspecƟons, maintenance, repair, and an improvement program.. This program will include on-going inspecƟons to report physical changes to the structures, recommendaƟons for work to be done, and addiƟonal informaƟon to meet funcƟonal and structural standards in accordance with industry standards. Staff completed structural and safety repairs to seven bridges in 2024. Anoncall structural contract was awarded by Council in spring 2025 to conƟnue recurring inspecƟons and other asneeded structural assessments for Public Works projects. This CIP also provides funding for the San Francisquito Creek bank stabilizaƟon project under a memorandum of understanding between Caltrain, the City of Menlo Park and the City of Palo Alto.The bank stabilizaƟon project design was completed in fall 2025 and an IFBwas issued in December 2025. Caltrain anƟcipates awarding a construcƟon contract in spring 2026 with work scheduled to begin in summer 2026.

Curb and GuƩer Repairs (PO-12001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $278,905 $208,000 Public Works N/A Recurring
Project Status: This project repairs curbs and guƩers upliŌed by tree roots. A FY 2026 repairs project resumes the City’s focus on improving Sidewalk Districts 1 & 2 that includes Downtown North and University South neighborhoods (Palo Alto Avenue to Embarcadero Road and Alma Street to Middlefield Road), in addiƟon to addressing hot spot locaƟons from 311 requests. Approximately 2,977 linear feet of curbs and guƩers are included in the FY 2026 Sidewalk, Curb & GuƩer Repair Project. Council approved the construcƟon contract on October 20, 2025. ConstrucƟon of curb and guƩer repairs began in December 1, 2025, prioriƟzing locaƟons that require immediate acƟon including a newly constructed valley guƩer on Jacaranda Lane in Parking Lot 8. Contract compleƟon is set for June 15, 2026..

San Francisquito Creek Joint Powers Authority Ongoing Creek Projects (PE-22000) Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $23,379 $553,492 Public Works N/A Recurring
Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 35 Packet Pg. 1087 of 1165
Streets and Sidewalk Projects
Status as of December 2025
Streets and Sidewalk Projects Page 3 of 4
Project Status: This project will implement creek studies and the compleƟon of the design for the San Francisquito Creek Joint Powers Authority (JPA) upstream projects including channel widening and ConƟnuing Authority Program SecƟon 205 (CAP 205) study. In FY 2024, the JPA awarded a contract with WRA Environmental Consultants to analyze the creek hydraulics and the improvement alternaƟves that could reduce flooding. The Master Service Agreement includes the design and implementaƟon of Reach 2 project elements. WRA completed their iniƟal field survey, developed a preliminary list of improvement alternaƟves and provided the iniƟal presentaƟon to the public in November. Their efforts will be driven based on public feedback and direcƟon from the SFCJPA Board. Due to comments received from SFCJPA Board members and staff, the consultant’s scope had to be modified in 2025. This acƟon delayed the compleƟon of the AlternaƟve EvaluaƟon Report that would have determined the preferred alternaƟve to advance.

Sidewalk Repairs (PO-89003)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $2,846,653 $ 1,402,000 Public Works N/A Recurring
Project Status: This project repairs and replaces broken and upliŌed sidewalks. The program completed all twentythree sidewalk districts in 2017, a 30-year (1986–2017) sidewalk repair district cycle. Council approved a sidewalk assessment contract in November 2017 to evaluate the sidewalk program and assess potenƟal improvements to the current district-based program. The FY 2026 Sidewalk, Curb & GuƩer Repair Project will focus on sidewalk repairs (PO-89003) and curb and guƩer repairs (PO-12001) in Sidewalk Districts 1 & 2, which include the Downtown Professorville neighborhoods (Palo Alto Avenue to Embarcadero Road and Alma Street to Middlefield Road). The FY 2026 repair project resumes improvement efforts made in this area made by the FY 2024 Sidewalk Repair ADA Improvement Project. Council approved the construcƟon contract on October 20, 2025. The project aims to replace approximately 21,530 square feet of concrete sidewalk, 4,615 square feet of driveways, and install 46 new curb ramps to conform to the Americans with DisabiliƟes Act (ADA). Contract compleƟon is set for June 15, 2026.

Sign ReflecƟvity Upgrade (PO-11000)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $16,730 $ 128,000 Public Works N/A Recurring
Project Status: This project includes the annual inventorying, upgrading and maintaining of all traffic signs. A list of signs not meeƟng the minimum requirement is derived from Manual on Uniform Traffic Control Devices (MUTCD) approved Nighƫme Visual InspecƟon surveys. Staff will conƟnue to work on replacing the 405 signs idenƟfied as replacement from the FY 2024 survey. Due to conƟnuing staffing constraints, nighƫme reflecƟvity surveys were not performed during FY 2025 and are not planned for FY 2026.

Street Lights Improvements (PO-05054)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $118,081 $408,422 Public Works N/A Recurring
Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 36 Packet Pg. 1088 of 1165
Streets and Sidewalk Projects
Status as of December 2025
Streets and Sidewalk Projects Page 4 of 4
Project Status: This project replaces streetlights, including poles, pole foundaƟons, luminaires and wiring as needed to restore or improve street lighƟng. In the second half of FY 2025, there were six knockdown locaƟons with nine completed repairs, and seven are sƟll in progress to be completed in FY 2026.

Street Maintenance (PE-86070)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $6,860,756 $5,437,687 Public Works N/A Recurring
Project Status: Street Maintenance Projects include the annual resurfacing, micro-seal, crack seal, and reconstrucƟon of various city streets in support of the Council’s goal of achieving a citywide average pavement condiƟon index (PCI) score of 85, represenƟng very good or excellent condiƟons. The FY 2024 Street Resurfacing Project is completed except for the California Avenue Street Improvements Project. The Project is in permiƫng process with Caltrans. The FY 2025 Street Resurfacing Project construcƟon is completed except for the striping in the Caltrain right of way. Contractor is waiƟng for approval of the SWPPP plan and flagger available from Caltrain to perform the work. The FY 2025 Street PrevenƟve Maintenance Project was completed as of December 31, 2025.

ThermoplasƟc Lane Marking and Striping (PO-11001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $43,443 $328,000 Public Works N/A Recurring
Project Status: This project maintains thermoplasƟc markings on roadways. ThermoplasƟc lane marking and striping are incorporated into annual Pavement PrevenƟve Maintenance Projects. The FY 2025 Streets PrevenƟve Maintenance Project (PE-86070, PO-11001) was completed as of December 31, 2025.

Tree Grate AlternaƟves (PF-26000)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $100,000 Public Works N/A Recurring
Project Status: This project implements the assessment and selecƟon of alternaƟve tree grate soluƟons to enhance tree root protecƟon and promote the long-term sustainability of the City’s urban forest. The scope includes evaluaƟng design alternaƟves, idenƟfying the most effecƟve soluƟons, and managing the replacement process to improve urban tree health and infrastructure resilience.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 37 Packet Pg. 1089 of 1165
TransportaƟon Projects
Status as of December 2025
TransportaƟon Projects Page 1 of 8

PROJECT STATS
FY 26 Project Status Pre-Design Design ConstrucƟon Complete Total One Time Projects 1 7 4 1 13
Recurring Projects 5

ONE-TIME PROJECTS
California Avenue Streetscape Update (PL-23000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $278,523 $729,997 City Manager’s Office Design Spring 2026 Project Status: The project implements interim changes to the California Avenue Streetscape and for necessary CEQA analysis for the future configuraƟon of the street. Temporary barriers were replaced with bollards, planters, colored paving and bike lane improvements, which were completed in summer 2025 with the excepƟon of paving the California Avenue/El Camino Real intersecƟon and the addiƟon of ADA parking spaces on Ash Street, which are anƟcipated to be complete in spring 2026. CEQA analysis was approved by Council in March 2025. ExisƟng parklet program is being adapted to permit pre-approved and customized parklets. A concept design is underway for the future implementaƟon of 2-way slow bike lanes with pedestrian safety improvements.

Charleston Road/Alma Street Railroad Crossing Safety Improvements (PL-25002) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $85,948 $1,214,305 Office of TransportaƟon Design Fall 2028 Project Status: The California Department of TransportaƟon, in cooperaƟon with the Peninsula Corridor Joint Power Board (JPB) and the City of Palo Alto, proposed a railroad crossing improvement project at Charleston Road and Alma Street to enhance traffic safety. This crossing was idenƟfied for possible funding of hazard eliminaƟon and safety improvements through SecƟon 130 funds. The SecƟon 130 program is a federal-funded program, administered at the state level, for the eliminaƟon of hazards at at-grade highway-rail crossings. Phase 1 of SecƟon 130 funding will reimburse the actual and direct costs of the Preliminary Engineering phase of this project. This project is separate and independent from the on-going rail grade separaƟon projects and addresses more immediate safety concerns at this crossing. The railroad crossing at Alma Street and Charleston Road experiences a large volume of pedestrian and bicycle traffic during the morning and aŌernoon school commute hours. JPB and the City will be responsible for the construcƟon of the improvements within each respecƟve agency’s right of way.

Churchill Avenue Enhanced Bikeway (PL-14000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 38 Packet Pg. 1090 of 1165
TransportaƟon Projects
Status as of December 2025
TransportaƟon Projects Page 2 of 8
$564,143 $3,823,660 Public Works ConstrucƟon Spring 2026 Project Status: This project includes planning, design and construcƟon of a shared-use path along the north side of Churchill Avenue between the exisƟng shared-use path at CasƟlleja Avenue and the Stanford Perimeter Trail. It also includes intersecƟon improvements at Churchill Avenue and El Camino Real, which will include a new dedicated westbound right-turn lane. PAUSD approved the easements required for the project in August 2023. Staff have worked with Caltrans for re-issuance of the encroachment permit and received approval in June 2024. The construcƟon contract was approved by Council on December 9, 2024. ConstrucƟon is on hold through winter with major construcƟon acƟviƟes resuming in Summer2026. Bike pathway and intersecƟon work are anƟcipated to be completed during spring while the project should reach substanƟal compleƟon in late fall 2026.

Churchill Avenue Rail Grade SeparaƟon and Safety Improvements Main (PL-24001) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $118,034 $37,155,230 Office of TransportaƟon Design Spring 2028 Project Status: This project provides for the planning, design, and construcƟon of the grade separaƟon at the exisƟng at-grade crossing on Churchill Avenue in the Caltrain Rail Corridor. The project will provide improvements to accommodate bicycles, pedestrians, and vehicular movement at the crossing. AŌer reviewing various studies and refinements to the alternaƟves, the Rail CommiƩee recommended proceeding with a ParƟal Underpass AlternaƟve with Bicycle and Pedestrian crossing at Seale Avenue. On June 10, 2024, the City Council selected the Churchill Underpass with ped/bike crossing at Seale Avenue. The funding agreement with the Federal Railroad AdministraƟon was approved by City Council on June 17, 2024. Staff collaborated with Caltrain and the Valley TransportaƟon Agency (VTA) to develop a cooperaƟve agreement for the Preliminary Engineering and Environmental DocumentaƟon phase and funding from Measure B Grade SeparaƟon funds. This cooperaƟve agreement between the City, Caltrain, and VTA was approved by the City Council on December 9, 2024. Staff is working closely with Caltrain, VTA, and the Federal Railroad AdministraƟon (FRA) to refine the grade separaƟon alternaƟves. As part of this process, staff conducted community meeƟngs in September 2025 to present updated concepts and gather public input. Rail CommiƩee and City Council reviewed the updated alternaƟves in fall 2025 and selected the Alma Street Ramp alternaƟve for Bicycle and Pedestrian crossing at Seale Avenue as part of the ParƟal Underpass alternaƟve for Churchill Avenue Crossing.

Staff will work towards developing 15% design for Rail CommiƩee review in summer 2026.

Churchill Avenue Alma Street Railroad Crossing Safety Improvements (PL-20000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $2,575,381 $8,853,852 Public Works Completed Fall 2025
Project Status: This project is a railroad crossing improvement project to enhance safety at the intersecƟon of Churchill Avenue and Alma Street. The design includes traffic signal modificaƟons, street lighƟng improvements, roadway resurfacing, sidewalk realignment, drainage improvements, uƟlity relocaƟons, signage, and striping. Staff is coordinaƟng with Caltrain, Caltrans, and California Public UƟliƟes Commission (CPUC). CPUC approved General Order 88-B for the project in November 2022 and authorized the City to move forward with construcƟon. The construcƟon Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 39 Packet Pg. 1091 of 1165
TransportaƟon Projects
Status as of December 2025
TransportaƟon Projects Page 3 of 8
contract was awarded and started in summer 2023 but was delayed due to prolonged procurement of the traffic controller cabinet, received in May 2025. CoordinaƟon with Caltrain required a short and strict installaƟon window due to their electrificaƟon and restricƟons on train shutdowns. AŌer obtaining approval from Caltrain, the traffic system was switched over to new signals in June 2025. CompleƟon of the concrete pedestrian areas, repaving, and installaƟon of new striping occurred in early summer 2025. ConstrucƟon was completed in fall 2025.

Downtown Automated Parking Guidance Systems, Access Controls & Revenue (PL-15002) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $4,375,179 $5,197,827 Public Works ConstrucƟon Spring 2026 Project Status: This project includes design and installaƟon of new downtown parking guidance systems, access controls, and revenue collecƟon equipment that will be coordinated with both the Downtown Parking Wayfinding, PL15004 project and the 2016 Downtown Parking Management. Staff contracted with Dixon Resources for addiƟonal management support in design and procurement for the system installaƟon in the Downtown garages on University Avenue. The contractor completed tesƟng the interior infrastructure for all garages and found no major issues. The project received Planning approval for the exterior matrix signs in September 2025 and are now working with the consultant on applying for the building permits for sign fabricaƟon and installaƟon.

Meadow Drive/Charleston Road Rail Grade SeparaƟon and Safety Improvements (PL-24000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $224,204 $68,364,787 Office of TransportaƟon Design Spring 2028 Project Status: This project provides for the planning, design, and construcƟon of the grade separaƟons at the exisƟng at-grade crossings on Meadow Drive and Charleston Road in the Caltrain Rail Corridor. The project will provide improvements to accommodate bicycles, pedestrians, and vehicular movement at the crossings. AŌer reviewing various studies and refinements to the alternaƟves, the Rail CommiƩee recommended proceeding to advance two alternaƟves, the Hybrid and Underpass AlternaƟves, into the early phase of Preliminary Engineering and Environmental DocumentaƟon. The commiƩee also recommended refining these alternaƟves to reduce right-of-way impacts and improve bicycle and pedestrian faciliƟes. The City Council aŌer reviewing directed staff to advance these alternaƟves into Preliminary Engineering and Environmental phase at Council MeeƟngs in June 2024. The funding agreement with the Federal Railroad AdministraƟon was approved by City Council on June 17, 2024. Staff collaborated with Caltrain and the Valley TransportaƟon Agency to develop a cooperaƟve agreement for the Preliminary Engineering and Environmental DocumentaƟon phase and funding from Measure B Grade SeparaƟon funds. This cooperaƟve agreement between the City, Caltrain, and VTA was approved by the City Council on December 9, 2024.

City staff is working closely with Caltrain, VTA, and the Federal Railroad AdministraƟon (FRA) to refine the grade separaƟon alternaƟves. As part of this process, staff conducted community meeƟngs in September 2025 to present updated concepts and gather public input. Rail CommiƩee and City Council reviewed the updated alternaƟves in fall 2025 and selected the Hybrid alternaƟves for Meadow Drive crossing and Direct Ramp Underpass alternaƟve for Charleston Road. Staff will work towards developing 15% design for Rail CommiƩee review in summer 2026.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 40 Packet Pg. 1092 of 1165
TransportaƟon Projects
Status as of December 2025
TransportaƟon Projects Page 4 of 8
Parking Management and System ImplementaƟon (PL-16002)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $433,182 $627,247 Office of TransportaƟon ConstrucƟon Summer 2026 Project Status: This project provides for the design and installaƟon of the Comprehensive Parking Permit and CitaƟon Management System. The all-inclusive system is a tool staff will uƟlize in the management of parking permits for eight parking permit programs and associated on and off-street parking citaƟons. A vendor has been selected and will be awarded by Council in fall 2025.

Quarry Road Improvements and Transit Center Access (PL-16000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $1,282,050 $2,554,268 Office of TransportaƟon Design Fall 2026 Project Status: This project implements the planning, design, and construcƟon of bicycle and pedestrian improvements along Quarry Road between El Camino Real and Welch Road, including, but not limited to, upgraded bicycle lanes and crosswalks, innovaƟve intersecƟon treatments for bicyclists, and improved access to transit stops.

The required parkland un-dedicaƟon for the Quarry Road Transit ConnecƟon project was approved by the voters in November 2024. To begin design work, a cost-sharing agreement between Stanford and City was developed and approved by Council in November 2025, and design work has commenced.

Railroad Grade SeparaƟon and Safety Improvements (PL-17001) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $4,501,430 $10,994,119 Office of TransportaƟon Pre-Design TBD Project Status: This project involves development of conceptual alternaƟves and review through community-based processes to advance the railroad grade crossing for the Palo Alto Avenue crossing. It will also fund the preparaƟon of a Project Study Report and environmental analysis that will be required for the City to realize its goals of advancing grade separaƟons. The project will perform preliminary engineering design, conduct project related studies, and prepare environmental documents for the improvements. This project is currently on hold while the City is considering quiet zone implementaƟon for interim condiƟons, and staff will iniƟate the conceptual plan development for grade separaƟon at this crossing in 2026, depending upon the Rail CommiƩee and City Council direcƟon.

Ramona Street Streetscape Update (PE-26002)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $225,000 Public Works Design Winter 2026
Project Status: This project provides for the near-term streetscape improvements for the pedestrian-only porƟon of Ramona Street between Hamilton and University Avenues (approximately 200 feet of the street from the intersecƟon of Hamilton Avenue and Ramona Street). Forthcoming improvements include installaƟon of concrete bollards and meridian barriers to replace the orange barriers. These are expected to arrive in mid-January and be installed shortly Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 41 Packet Pg. 1093 of 1165
TransportaƟon Projects
Status as of December 2025
TransportaƟon Projects Page 5 of 8
thereaŌer. Staff are making these improvements knowing we will take greater Ɵme in reviewing the streetscape design as recommended by the CommiƩee and will likely resume this work pending determinaƟon of City Council prioriƟes during the 2026 Council Retreat.

Traffic IntersecƟon Accessibility Improvement Project (PL-25001) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $550,512 Office of TransportaƟon ConstrucƟon Summer 2027 Project Status: This project will provide traffic intersecƟon accessibility improvements at four idenƟfied locaƟons across the City to enhance traffic congesƟon relief efforts. These modificaƟons may include the addiƟon of new crosswalks and curb ramps; accessible pedestrian system (APS) push buƩons; updaƟng exisƟng 8” traffic signal indicaƟon heads to 12”; video detecƟon for improved operaƟons; and implementaƟon of Automated Traffic Signal Performance Measures (ATSPM) for ongoing data collecƟon and operaƟonal/safety analysis. Funding for this project will be provided by 2016 Measure B Local Streets and Roads (LSR) grant funds. Since the City’s pavement condiƟon index (PCI) is above 70, the City is eligible to use this funding for traffic congesƟon relief projects. This project is currently upgrading traffic signal indicaƟon heads at three intersecƟons and APS buƩons at five intersecƟons. Design for improvements is currently in progress at two addiƟonal intersecƟons with anƟcipated implementaƟon in late FY 2026 and FY 2027.

University Ave Streetscape Update (PE-21004)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $631,408 $3,388,810 Public Works Design Fall 2030
Project Status: This project includes a study to reconfigure University Avenue between Alma Street and Middlefield Road to adapt the public realm to maximize pedestrian and bicycle use, reduce congesƟon, and enhance the retail environment/economic acƟvity, while maintaining two-way vehicular access, parking opportuniƟes, delivery and loading zones, ride share spaces, and other ameniƟes including performance space. Council awarded a professional services contract for CSW/Stuber-Stroeh Engineering in February 2022. The project uses a phased approach with Phase 1 consisƟng of public outreach, conceptual design, preliminary environmental studies, and financial assessment.

Staff presented an alternaƟves analysis and a preferred streetscape concept plan to Council on December 18, 2023.

Council did not approve the plan and directed staff to idenƟfy addiƟonal concept alternaƟves for Council discussion.

Staff conducted addiƟonal outreach to the Retail CommiƩee, Stakeholder Working Group, and received input from Council on June 3, 2024. On December 9, 2024, Council approved staff recommended preferred concept plan. In fall 2025, staff and its consultants refined the streetscape concepts based on topographic survey data and began evaluaƟng cost reducƟon opƟons within the framework of the preferred concept plan. Staff will seek Council approval for a consultant contract amendment for Phase 2 services, including preliminary design, environmental review, and Engineer’s Report for an Assessment District once the alternaƟve cost evaluaƟon is complete Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 42 Packet Pg. 1094 of 1165
TransportaƟon Projects
Status as of December 2025
TransportaƟon Projects Page 6 of 8

RECURRING PROJECTS
Bicycle and Pedestrian TransportaƟon Plan ImplementaƟon (PL-04010) Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $ 323,875 $2,814,186 Office of TransportaƟon N/A Recurring Project Status: This project implements the Bicycle and Pedestrian TransportaƟon Plan Update effort, which kicked off in fall 2023 and is scheduled to share a draŌ plan by the end of 2025. This project also includes the implementaƟon of various individual bicycle and pedestrian projects, such as the design and construcƟon of bicycle boulevards, enhanced bikeways, shared-paths, bicycle parking, pedestrian improvements, and quick-build implementaƟon of the City’s exisƟng 2012 Bicycle and Pedestrian TransportaƟon Plan. This project also funds the Embarcadero Road Improvements between Alma and Emerson. This project also funds the South Palo Alto Bike and Pedestrian ConnecƟvity project, which is currently engaging with the community to select crossing locaƟons, conceptual designs, and bike/pedestrian network improvements for new grade-separated bicycle and pedestrian rail crossings in south Palo Alto. The City Council reviewed eight shortlisted alternaƟves and based on recommendaƟons from the Rail CommiƩee and Staff, selected AlternaƟve A (a crossing at El Dorado Avenue) as the preferred alternaƟve, eliminaƟng all other opƟons from further consideraƟon. Two variants of AlternaƟve A were advanced:

A1 (signalized crossing of Alma Street at El Dorado Avenue) and A2 (tunnel under both Alma Street and the Caltrain tracks). The Council passed a moƟon to focus evaluaƟons on AlternaƟves A1 and A2, with a preference for A2.

Parking District ImplementaƟon (PL-15003)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $62 $193,000 Office of TransportaƟon N/A Recurring
Project Status: This project implements the Bicycle and Pedestrian TransportaƟon Plan Update effort, which kicked off in fall 2023 and is scheduled to share a draŌ plan by the end of 2025. This project also includes the implementaƟon of various individual bicycle and pedestrian projects, such as the design and construcƟon of bicycle boulevards, enhanced bikeways, shared-paths, bicycle parking, pedestrian improvements, and quick-build implementaƟon of the City’s exisƟng 2012 Bicycle and Pedestrian TransportaƟon Plan. This project also funds the Embarcadero Road Improvements between Alma and Emerson.

Safe Routes to School (PL-00026)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $144,451 $991,000 Office of TransportaƟon N/A Recurring Project Status: This project enables the City’s Safe Routes to School program, including school commute planning, encouragement acƟviƟes, and capital improvements along local and collector streets that may be impacted by school commute acƟviƟes. The capital improvements include traffic calming devices, enhanced crosswalks, and improved signage along suggested safe routes to school. This project will also support the local match and pre-grant Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 43 Packet Pg. 1095 of 1165
TransportaƟon Projects
Status as of December 2025
TransportaƟon Projects Page 7 of 8
acƟviƟes of the federal “Safe Streets for All”-funded South Palo Alto Bikeways DemonstraƟon Project in FY 2026 once staff resources are available for project management. The quick-built project will implement buffered or protected bike lanes on East Meadow Drive from Alma Street to Fabian Way and on Fabian Way from East Meadow Drive to East Charleston Road.

Traffic Signal and Intelligent TransportaƟon Systems (PL-05030) Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $274,768 $672,700 Office of TransportaƟon N/A Recurring Project Status: This project includes design and construcƟon of traffic signals, traffic signal communicaƟons networks, detecƟon, and data projects for transportaƟon use, and maintenance of the City’s traffic signal central management system. The project includes the replacement of traffic signal controllers and cabinets, video detecƟon systems, accessible pedestrian buƩons, and related field equipment. Design for traffic signal safety and operaƟonal improvements at the intersecƟon of San Antonio Road and Charleston Road is nearing 100% compleƟon. Staff is finalizing the plans and will be preparing bid documents for construcƟon to be released in fall 2024, with construcƟon anƟcipated to begin in spring 2025. In 2025, staff updated the Centralized Traffic Management system servers to improve operaƟonal funcƟons and system security. The Quarry Road Traffic Signal and Intelligent TransportaƟon System upgrade project is currently under construcƟon. Staff conƟnually provide traffic signal modificaƟons, installaƟons, provide operaƟonal upgrades throughout the City and are developing new tasks on an on-going basis.

TransportaƟon and Parking Improvements (PL-12000)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $681,840 $664,100 Office of TransportaƟon N/A Recurring Project Status: This project implements miscellaneous parking and transportaƟon related improvements including neighborhood traffic calming, neighborhood traffic studies, minor striping and signs installaƟon, and parking improvements. This project also funds the development of grant proposals used to procure funding for future projects. For the traffic calming project in the Crescent Park neighborhood, City Council approved proceeding with the design of permanent improvements in November 2023. Staff have procured the services of the consultant to design improvements and conduct community outreach. In addiƟon, staff iniƟated an Engineering and Traffic Survey to select roadway segments to study prevailing speeds and review traffic condiƟons in order to establish and/or cerƟfy posted speed limits. Staff is also working on the quiet zone project for all railroad crossings along the Caltrain corridor. A quiet zone study was performed for the Palo Alto Avenue and Alma Street crossing in collaboraƟon with City of Menlo Park in 2022. The design of the required improvements for Quiet Zone at Palo Alto Avenue was completed. The project is currently under construcƟon. AŌer the compleƟon of the project, staff will send the NoƟce of Intent to implement Quiet Zone to Federal Railroad AdministraƟon . In addiƟon, staff procured the services of the consultant to conduct a study for evaluaƟon of quiet zones at the other three crossings of Churchill Avenue, Meadow Drive, and Charleston Road. AŌer review of the alternaƟves, the Rail CommiƩee and City Councilselected Four Quadrant Gate Systems for Quiet Zone implementaƟon at these crossings in November 2025.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 44 Packet Pg. 1096 of 1165
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Status as of December 2025
TransportaƟon Projects Page 8 of 8
Staff will develop a separate Capitall Improvement Project for the implementaƟon phase and seek appropriate funding for design and construcƟon of required improvements. The $200K Safe Streets for All (SS4A) Safety AcƟon Plan is funded via this project but will be reimbursed up to $160K by a federal grant. The plan will target eliminaƟng traffic deaths and life-changing injuries on local streets.

Item C
Attachment A - Semiannual
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Capital Improvement
Program Projects
Item C: Staff Report Pg. 45 Packet Pg. 1097 of 1165
Airport Projects
Status as of December 2025
Airport Projects Page 1 of 2

PROJECT STATS
FY 26 Project Status Pre-Design Design Construction Complete Total One Time Projects 0 5 1 0 6
Recurring Projects 0

ONE-TIME PROJECTS
Airfield Electrical Improvements (AP-19001)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $0 $ 532,391 Public Works Design Summer 2031
Project Status: This project is for the design and construction of electrical improvements and installation of LED lighting at the airport runway and taxiway. This project has not received FAA funding and is currently on hold.

Airport Access Road Reconstruction (AP-24000)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $0 $4,394,207 Public Works Design Summer 2031
Project Status: This project is for the design and reconstruction of the pavement on Embarcadero Way, which is the main access road for airport businesses and the Air Traffic Control Tower at the Airport. The Airport did not receive FAA funding for this project, and the project is currently on hold.

Airport Layout Plan (AP-21000)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $1,306,851 $ 967,100 Public Works Construction Summer 2027 Project Status: This project provides updates to the Airport Layout Plan, also known as the Long-Range Facilities and Sustainability Plan, including a narrative report and environmental study. The Airport received funding for a Phase I portion of this project in fall 2020. The airport conducted five public meetings for the project, and additional meetings are currently being planned for this project. Phase I is approximately 100% complete and grant has been closed out, and Phase II is approximately 75% complete. This project is currently on hold for CY 2025 to allow airport staff to focus on noise and lead fuel issues. The project will be recommended in CY 2026 with an expected completion date in summer 2027. The FAA granted an extension on this project to accommodate the additional timeline.

Airport Parking Lot Electric Vehicle Charger Installation (AP-24001) Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion Item C
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Capital Improvement
Program Projects
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Airport Projects
Status as of December 2025
Airport Projects Page 2 of 2
$0 $28,993 Public Works Design Summer 2031
Project Status: This project will install electric vehicle charging stations in the Airport customer parking lot. The Airport is currently unable to offer electric vehicle charging to its customers, but there is increasing demand for vehicle charging capability from Airport tenants. This project has been delayed as the Airport explores further funding options.

Airport Temporary Office Buildings (AP-22001)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $947 $431,005 Public Works Design Summer 2026
Project Status: This project provides funding for the installation and Furniture, Fixtures, & Equipment (FF&E) of existing temporary modular buildings at the Airport to provide adequate office space for airport staff as well as terminal space for the public. The modular buildings were placed on the foundation in fall 2025.

Automated Weather Observation System AWOS (AP-19000)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $87,309 $2,683,280 Public Works Design Summer 2026
Project Status: This project provides a new weather information system to be installed at the Palo Alto Airport. The Airport has applied for FAA funding and is waiting for the grant agreement to start design. The Airport received a bid for the project and is submitting a grant application to the FAA. The Airport has received funding from the FAA and it is anticipated the project will start in spring 2026.

Item C
Attachment A - Semiannual
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Program Projects
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Electric Fund Projects
Status as of December 2025
Electric Fund Projects Page 1 of 6

PROJECT STATS
FY 26 Project Status Pre-Design Design Construction Complete Total One Time Projects 2 3 6 0 11

Recurring Projects 9

ONE-TIME PROJECTS
115 kV Electric Intertie (EL-06001)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $864,219 $1,193,854 Utilities Pre-Design Summer 2027
Project Status: This project provides technical feasibility study to determine the general project requirements to establish a 115 kV electric intertie line and construct a 115/60 kV substation to connect the City's electric system directly to the 115 kV transmission line at an additional receiving station. Initially, staff did not receive California Independent System Operator’s (CAISO) commitment to support this interconnection. Staff have retained the services of a consultant to evaluate the options available to the City. Staff submitted CPAU electric load forecast and proposal for an additional 115 kV transmission line in October 2024 to CAISO for review and acceptance. In May 2025, CAISO approved CPAU’s application for a third transmission line to the City’s existing receiving station.

Upgrading an existing 4-mile transmission line extension between Palo Alto and Ames in Mountain View will leverage existing right-of-way and vacant tower positions. The estimated cost of the transmission line project ranges between $42M-$84M, will be funded by PG&E, and has an expected in-service date of June 2034. Through PG&E’s pre-construction and design phase, CPAU staff will continue to engage the designated consultant for support with PG&E requests.

Colorado Distribution Feeder Outlet Replacement (EL-22002) Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $10,576 $399,998 Utilities Construction Fall 2026
Project Status: This project is for the installation of a new electric underground duct bank and cable at Colorado Substation. The installation will improve reliability for all Colorado circuits and increase circuit capacity. The design was completed in spring 2024 and construction will begin spring 2026. Construction was delayed due to the procurement of 12 kV pad-mount switches. Council approved the contract in April 2024 and an order for the material was issued and received in July 2025. Other delays were related to the need to coordinate the installation with the fiber hut construction at Colorado station. December 2026 is the expected construction completion date.

Colorado Power Station Equipment Upgrades (EL-19001)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion Item C
Attachment A - Semiannual
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Program Projects
Item C: Staff Report Pg. 48 Packet Pg. 1100 of 1165
Electric Fund Projects
Status as of December 2025
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$4,468,548 $10,884,811 Utilities Design Summer 2031
Project Status: This project upgrades equipment at the Colorado Power Substation. In FY 2022 staff completed the evaluation of existing equipment and will proceed with replacing the COP-3 115 kV/60 kV transformer bank and the 115 kV breaker. Engineering is continuing to work on the design for the RFP and construction IFB for contract services to complete the substation projects. The station’s service voltage transformers (SSVT1) were purchased and installed. The 60 kV Bus 1 & 2 Potential Transformers (PT) have been purchased for their eventual replacement. Due to long lead time of the replacement transformer, completion of this project is not anticipated until FY 2031.

Colorado Substation Site Improvements (EL-19002)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $286,233 $1,416,909 Utilities Design May 2028
Project Status: This project will improve the substation driveways and security fence to provide adequate ingress and egress for large utility vehicles and large equipment deliveries. Staff is finalizing a master plan for Colorado Substation to include all proposed improvements. Detailed designs for lighting, driveway, fences, walls, and upgraded oil containment have been prepared. The Planning Department approved the general site plan and fence in May 2024. The solicitation for a construction IFB has been paused to complete the master plan and finish completion of the fiber hut.

Foothills Rebuild (Fire Mitigation) (EL-21001)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $11,432,250 $15,102,325 Utilities Construction Spring 2026 Project Status: This project will rebuild approximately 11 miles of overhead line in the Foothills, as necessary to mitigate the risk of utility-caused wildfires. This project converts overhead lines to underground by rerouting to avoid vegetation and improve access for inspections maintenance. Utility Substructure for Phases 1, 2, 3, and 5 are completed. Phase 4 construction has been approved and is currently under construction. The project is expected to be completed by June 2026.

Grid Modernization for Electrification (EL-24000)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $14,047,521 $228,689,832 Utilities Construction TBD
Project Status: This project is in support of the City’s goal of an 80% carbon emissions reduction by the year 2030.

To meet the 80x30 goal, the electric system must be updated to meet the demands of electrification with older distribution components being replaced to increase system capacity. The Grid-Modernization project includes replacement of distribution and substation transformers, primary/secondary cables and conductors, and upgrading Palo Alto’s 60kV sub-transmission. In 2025 a pilot area was completed and upgraded electric systems serving just over 900 homes. This project will incorporate and consolidate the scope of work from the following projects into one CIP: Coleridge Cowper Tennyson 4/12kV Conversion (EL-14000), Hopkins Substation 4/12 kV Conversion (ELItem C Attachment A - Semiannual
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Program Projects
Item C: Staff Report Pg. 49 Packet Pg. 1101 of 1165
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Status as of December 2025
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20000), Rebuild Underground District 15 (EL-11003) and Rebuild Underground District 16 (EL-13003). The engineering design for additional distribution grid-modernization, substation upgrades, and transmission reconductors is underway.

Inter-Substation Line Protection Relay (EL-17005)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $371,146 $1,692,895 Utilities Construction Summer 2027
Project Status: This project replaces the existing electromechanical pilot wire relays with new microprocessor line differential protective relay to improve protection for the City’s 60 kV sub-transmission line sections and equipment.

This project is being done in phases, with design and construction happening concurrently on the different phases.

Construction of these improvements relies on work completed by other projects to install fiber optic connections.

Engineering design for segments between the Colorado substation to Adobe Creek substation, Colorado and Hopkins, Park Boulevard substation to Quarry substation, and Maybell substation to Park Boulevard substation are in progress. Staff have completed the testing and verification of a fiber optic transfer switch proof of concept project and are proceeding with replacement of electromechanical relays at COP.

Rebuild Underground District 24 (EL-10006)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $1,949,767 $2,240,451 Utilities Design Spring 2027
Project Status: This project rebuilds and replaces the underground electric system in Underground District 24, the area bounded by Lytton Avenue; Bryant Street; Forest Avenue; and Alma Street. The engineering design work has been delayed to June 2026, with the expectation that construction will be completed by spring 2027.

Smart Grid Technology Installation (EL-11014)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $ 17,420,618 $18,879,913 Utilities Construction Spring 2026 Project Status: Council approved the Advanced Metering Infrastructure (AMI) with Sensus on October 18, 2021.

The project includes replacement of 30,000 electric meters and retrofitting of 20,800 water and 24,200 gas meters with radio endpoints to transmit meter data to the AMI network. The proof-of-concept phase including AMI network installation, meter testing, and system integration will occur between January 2022 and August 2023. Full deployment is anticipated to run from September 2023 through April 2026.

Colorado Substation Breaker Replacement (EL-17002)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $1,581,171 $7,046,167 Utilities Pre-Design Fall 2033
Project Status: This project will reconstruct the 60kV bus structure and replace high voltage circuit breakers at Colorado Substation. This project is being done in phases, with design and construction happening concurrently and Item C
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in conjunction with other planned improvements at the Colorado Substation. Staff are finalizing a master plan for Colorado Substation and then will issue an RFP for the development of construction documents. Lead times for materials in related projects (Colorado transformer replacements) will delay this work. Construction is expected to start in FY 2032 and be completed in FY 2033.

Substation Physical Security (EL-16003)
Prior Years Actuals Total Project Budget Implementing Department Project Phase Project Completion $3,308,562 $7,278,239 Utilities Construction Spring 2028 Project Status: This project installs facilities providing physical protection for nine electric substations from vandalism and intrusion. The installation for the first phase was completed for seven of the nine substations in December 2024. The design and bid package for the second phase and final two substations are in progress. The IFB preparation/solicitation is being paused to coordinate with EL-19002 and will be included in the master plan for Colorado substation. Construction is to be completed by May 2028.

RECURRING PROJECTS
Communications System Improvements (EL-89031)
Prior Year Actuals Current Year Budget Implementing Department Project Phase Project Completion $11,267 $87,040 Utilities N/A Recurring
Project Status: This project installs high frequency coaxial cable, fiber optic cable, and related equipment to provide communications services for traffic signal coordination, telephone links, computer data transmission, and the Electric Supervisory Control and Data Acquisition (SCADA) system. This project is funding a portion of the design phase of an expanded Utilities fiber optic network. The contract for design of this network was approved by Council in June 2020. Staff installed 48F-FO Cable between Maybell Street and Park Boulevard substations in Existing Aerial Innerduct for pilot wire relay protection.

Electric Customer Connections (EL-89028)
Prior Year Actuals Current Year Budget Implementing Department Project Phase Project Completion $3,899,318 $2,350,100 Utilities N/A Recurring
Project Status: This project installs electric equipment and substructures in support of new or upgraded electric services, temporary service connections, and overhead and underground line extensions. Projects are in many stages of design and construction to provide temporary and permanent power to residential and commercial Item C
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customers in Palo Alto.

Electric System Improvements (EL-98003)
Prior Year Actuals Current Year Budget Implementing Department Project Phase Project Completion $ 2,057,064 $3,630,860 Utilities N/A Recurring
Project Status: This project consists of various projects that replace deteriorated facilities or install protective devices that improve the Electric Distribution System. Projects are in many stages of development to replace transformers, replace overhead wires and install protective devices to improve service reliability. Due to the focus on Grid-Mod and advancing increased system capacity, limited replacement work has been done under this CIP.

Electric Utility Geographic Information System (EL-02011) Prior Year Actuals Current Year Budget Implementing Department Project Phase Project Completion $46,800 $165,000 Utilities N/A Recurring
Project Status: This project enhances the citywide Geographical Information System (GIS). The project scope includes on-going maintenance/technical support of the existing GIS system and implementation of the new GIS platform, ESRI.

SCADA System Upgrades (EL-02010)
Prior Year Actuals Current Year Budget Implementing Department Project Phase Project Completion $70,117 $161,030 Utilities N/A Recurring
Project Status: This is an annual recurring project that focuses on upgrades to the Supervisory Control and Data Acquisition (SCADA) system hardware. Staff is working on a replacement project for the Quarry Lane Substation Remote Terminal Unit (RTU) which is at end-of-life. The new RTU for the Quarry Road Substation is on order and expected to be in service by June 30, 2026. Additionally, staff completed a Disaster Recovery (DR) solution to mirror Master Station at the Utilities Control Center.

Substation Facility Improvements (EL-89044)
Prior Year Actuals Current Year Budget Implementing Department Project Phase Project Completion $589,249 $993,766 Utilities N/A Recurring
Project Status: This project makes improvements to facilities at CPAU electric substations. Staff has completed the refurbishment of capacitor cans and fuses at Adobe Creek, the procurement and replacement of 12kV AllisChalmers circuit breakers at Hansen Way and Hanover Street as well as completed the installation of new Nexus meters at Hansen Way (FY 2023) and Colorado (FY 2021). The design of new Nexus meters at Hansen Way (FY 2021) is in progress. Future projects will include rebuilding the Adobe Creek load tap changer, replacement of 12kV breakers at Maybell, and other miscellaneous preventative replacement of substation equipment.

Item C
Attachment A - Semiannual
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Electric Fund Projects
Status as of December 2025
Electric Fund Projects Page 6 of 6
Substation Protection Improvements (EL-89038)
Prior Year Actuals Current Year Budget Implementing Department Project Phase Project Completion $147,751 $261,120 Utilities N/A Recurring
Project Status: This project makes improvements to equipment used at electric substations to protect the substation equipment and circuits. Staff executed a professional service agreement with Soudi Consultants to review and revise protection settings and assist in commissioning updated relay schemes.

Underground System Rebuild (EL-16001)
Prior Year Actuals Current Year Budget Implementing Department Project Phase Project Completion $0 $304,640 Utilities N/A Recurring
Project Status: This project replaces underground electric equipment in areas that were originally installed underground, that are not part of an Underground District. Staff is working to identify areas where the age of the existing cables is a high priority for cable replacement. To date, this includes areas in the Stanford Research Park, Arastradero Road, and along East Bayshore Road. New areas have been identified, and progress has been made on the development of the project. Projects are in many stages of development to replace underground transformers, cables, vaults, and to install protective devices to improve service reliability.

Wood Pole Replacement (EL-19004)
Prior Year Actuals Current Year Budget Implementing Department Project Phase Project Completion $126,308 $981,760 Utilities N/A Recurring
Project Status: This project funds annual replacement of deteriorated wood utility poles. CPAU staff and contract consultants continuously work to complete pole replacement designs to remove rotted or deteriorated poles from CPAU electric system. Replacement of poles in conjunction with Grid Modernization is the top priority. Early in the current fiscal year, engineering staff identified 30 wood utility poles for replacement. These poles are now in construction and expected to be completed before the end of FY 2026.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 53 Packet Pg. 1105 of 1165
Fiber OpƟcs Projects
Status as of December 2025
Fiber OpƟcs Projects Page 1 of 2

PROJECT STATS
FY 26 Project Status Pre-Design Design ConstrucƟon Complete Total One Time Projects 0 2 0 0 2
Recurring Projects 2

ONE-TIME PROJECTS
Fiber OpƟc Network System Rebuild (FO-16000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $3,733,768 $30,159,107 UƟliƟes Design December 2030
Project Status: This project is for the System Capacity Improvement that rebuilds porƟons of the "dark" fiber opƟc network around Palo Alto. In September 2022, Council approved the City’s fiber expansion plan including construcƟon of a new fiber backbone and a phased buildout of a fiber-to-the-premises network. Staff will be designing and construcƟng the new fiber backbone in phases based on areas of congesƟon, dark fiber customer interest, and strategic opportuniƟes for fiber-to-the-premises, with a tentaƟve compleƟon of the new fiber backbone by December 2030.

Fiber to the Premises (FTTP) (FO-24000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $2,995,192 $ 16,999,998 UƟliƟes Design Winter 2030
Project Status: This project will build Fiber-to-the-Premises (FTTP) to deliver broadband (high-speed internet) for homes and businesses in the City of Palo Alto under a phased approach without debt financing. One of the primary goals of FTTP is to provide a compeƟƟvely priced, local, high-speed internet opƟon which may reduce prices and enhance customer experience from other available internet service providers. A pilot for the FTTP project was developed in collaboraƟon with the grid mod pilot. CompleƟon of fiber construcƟon in the pilot area and acƟvaƟon of the fiber hut at the Colorado substaƟon is scheduled to be completed by Q1 2026. Palo Alto Fiber internet service should be available to residents in the pilot area by March 2026. Staff will return to the UƟliƟes Advisory Commission and Council with data points, financials, and customer metrics once available from the pilot.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 54 Packet Pg. 1106 of 1165
Fiber OpƟcs Projects
Status as of December 2025
Fiber OpƟcs Projects Page 2 of 2

RECURRING PROJECTS
Fiber OpƟcs Customer ConnecƟons (FO-10000)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $123,690 $401,050 UƟliƟes N/A Recurring
Project Status: This project enables the installaƟon of fiber opƟc infrastructure for new service connecƟons. Projects are developed as needed to meet customer requests for leasing fibers on the Dark Fiber system. There were eighteen new external and internal connecƟon inquiries in FY 2025. Staff are working on mulƟple acƟviƟes to promote and add new dark fiber connecƟons such as rate studies, markeƟng, reducing delivery Ɵme, and increasing capacity.

Fiber OpƟcs Network System Improvements (FO-10001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $ 41,226 $738,705 UƟliƟes N/A Recurring
Project Status: The original fiber backbone was constructed in mid-1990s. The backbone is reaching the end of its expected life of 30 – 40 years. This project provides maintenance and repair of the exisƟng backbone. It also improves reliability and increases capacity within the fiber opƟc network system unƟl a new fiber backbone is built under project FO-16000 Fiber OpƟc Network System Rebuild.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 55 Packet Pg. 1107 of 1165
Gas Fund Projects
Status as of December 2025
Gas Fund Projects Page 1 of 3

PROJECT STATS
FY 26 Project Status Pre-Design Design ConstrucƟon Complete Total One Time Projects 0 2 1 0 3
Recurring Projects 4

ONE-TIME PROJECTS
Gas Line Repair at Arastradero Creek (GS-25001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $442 $1,000,000 UƟliƟes Design Fall 2032
Project Status: This project is for the design of the Arastradero Creek to address a creek bed erosion project that exposed an 8” natural gas pipeline and threatened the integrity of an 18” potable water pipeline and 10” sanitary sewer pipeline. The project will address requirements outlined by the Water Board in the City emergency work permit to re-bury the exposed 8” gas pipeline. The design and permiƫng is expected to finish by fall 2026, with gas uƟlity relocaƟon and creek restoraƟon construcƟon anƟcipated to start in spring 2027, with water and wastewater uƟlity relocaƟon work anƟcipated to finish in fall 2029. Creek restoraƟon monitoring will also be included in this project for a 5-year period following the creek restoraƟon construcƟon.

Gas Main Replacement Project 25 (GS-15000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $170,459 $16,743,848 UƟliƟes ConstrucƟon Spring 2027
Project Status: This Gas Main Replacement (GMR) project replaces approximately 26,000 linear feet (which represents 2.3% of the City’s Gas DistribuƟon System) of leaking, inadequate sized, and structurally deficient gas mains and services located on various streets in the neighborhoods of Community Center, Leland Manor, Midtown, and Palo Verde neighborhoods. Staff idenƟfied problemaƟc mains and services by researching maintenance and leak histories, analyzing performance of the enƟre Gas DistribuƟon System, and considering risk raƟngs of the DistribuƟon Integrity Management Plan. A federal grant applicaƟon was submiƩed in August 2023, and the City was awarded $16.5 million in grant funding for this project. Staff completed the Tier 2 Environmental documentaƟon to meet federal grant requirements, and the project has been released to Purchasing for solicitaƟon. The project is on track for construcƟon to begin in winter 2026.

Gas Main Replacement Project 26 (GS-16000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 56 Packet Pg. 1108 of 1165
Gas Fund Projects
Status as of December 2025
Gas Fund Projects Page 2 of 3
$0 $10,521,691 Public Works Design Summer 2028
Project Status: This project replaces approximately 25,000 linear feet (which represents 2.0% of the City's Gas DistribuƟon System) of leaking, inadequately sized, and structurally deficient gas mains and services located on various streets in the Midtown, Palo Verde, Greenmeadow, and Evergreen Park neighborhoods. Staff idenƟfies problemaƟc mains/services by researching maintenance and leak histories, analyzing performance of the enƟre Gas DistribuƟon System and considering risk raƟngs of the DistribuƟon Integrity Management Plan.

RECURRING PROJECTS
Gas DistribuƟon System Improvements (GS-11002)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $219,339 $227,950 UƟliƟes N/A Recurring
Project Status: This project enables Gas DistribuƟon System improvements that include increasing distribuƟon system capacity for load growth, replacing deteriorated capital faciliƟes, reconfiguring and adding and improving service reliability, and conducƟng research related to performance of the gas distribuƟon system or its various components making general improvements to the system. The City must conƟnuously evaluate service reliability needs and make improvements to the system to maintain top level service to City customers and to minimize potenƟal economic losses due to service interrupƟons. In the first half of FY 2026, City crews completed the replacement of various gas services and valve replacements throughout the system. AddiƟonally, two gas pressure monitoring locaƟons were upgraded to fiber.

Gas Equipment and Tools (GS-13002)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $52,876 $100,000 UƟliƟes N/A Recurring
Project Status: This project purchases polyethylene (PE) fusion equipment and tools, direcƟonal boring/locaƟng equipment and tools, and general shop equipment and tools. The equipment needs to be upgraded on an annual basis to safely operate and maintain a natural gas distribuƟon system and to ensure operators’ safety and producƟvity. In the first half of FY 2026, one new push camera reel and monitor were purchased for OperaƟons staff to inspect approximately 980 sewer laterals, prior to releasing to a contractor.

Gas Meters and Regulators (GS-80019)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $218,340 $743,950 UƟliƟes N/A Recurring
Project Status: This project provides replacement of the exisƟng gas meters and regulators annually. The coordinaƟon of gas meters and regulator replacements with gas meters are idenƟfied to be replaced under the AMI Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 57 Packet Pg. 1109 of 1165
Gas Fund Projects
Status as of December 2025
Gas Fund Projects Page 3 of 3
contract, which is generally gas meters that are twenty-five years or older. The gas meter replacement program ensures the accuracy of gas consumpƟon measurement, reduces possible revenue loss due to under-registered gas, and provides customers with accurate monthly bills. Replacement of aged gas meters and regulators is on-going.

The next major replacement of meters and regulators will be coordinated with Gas Main Replacement Project 25 (GS-15000) and the Advanced Metering Infrastructure project.

Gas System, Customer ConnecƟons (GS-80017)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $689,561 $319,130 UƟliƟes N/A Recurring
Project Status: This project enables the Gas DistribuƟon System to be extended to provide gas services to new customers and augment service to customers with increased natural gas demands. Improvements include new mains, services, valves, regulators, meters, and accessories to meet changes in exisƟng customer service demands and respond to changes in gas service requirements due to new development or redevelopment. This project is funded parƟally from reimbursements by customers. City crews completed thirty-three gas service installaƟons, eleven gas service repair/relocaƟons and seventy-four gas service demoliƟons in the first half of FY 2026.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 58 Packet Pg. 1110 of 1165
Stormwater Management Fund Projects
Status as of December 2025
Stormwater Management Fund Projects Page 1 of 3

PROJECT STATS
FY 26 Project Status Pre-Design Design ConstrucƟon Complete Total One Time Projects 1 0 4 0 5

Recurring Projects 2

ONE-TIME PROJECTS
Center Drive Capacity Upgrades (SD-26001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $2,415,000 Public Works Pre-Design Fall 2027
Project Status: This project will remove and replace approximately 1,710 linear feet of the exisƟng storm drainpipes of various sizes (12 and 15 inches) with new 36-inch high-density polyethylene storm drainpipes, and add approximately 330 linear feet of new pipe from Hamilton Avenue to Channing Drive to increase the storm drain capacity. The pipes will conƟnue to drain to Channing Drive, but this project will provide overflow to the Hamilton Avenue system. The project also includes replacing concrete inlets, manholes, and storm drain laterals, and relocaƟng other uƟlity laterals due to the pipe size changes. The survey data required was obtained in fall 2025. The project design will be done in 2026.

CorporaƟon Way System Upgrades and Pump StaƟon (SD-21000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $414,051 $4,146,554 Public Works ConstrucƟon Summer 2026 Project Status: This project incorporates a design of a new small pump staƟon with a 25 cubic feet per second capacity and upgrades 700 linear feet of pipe to 30-inch diameter High Density Polyethylene pipe. The exisƟng system does not have the force needed to discharge storm flows into the Adobe Creek. Adding a pump staƟon in advance of the ouƞall and upsizing the storm pipe will eliminate the rouƟne flooding along East Bayshore Road and convey runoff from a 10- year storm event. Staff secured an easement for the pump staƟon from adjacent property owners. The consultant completed the design of the project in June 2024. The construcƟon contract was awarded in spring 2025 and construcƟon started in June 2025. Work is on track to be completed by the end of fall 2026.

Hamilton Avenue System Upgrades (SD-25000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $ 235,132 $7,714,973 Public Works ConstrucƟon Fall 2026 Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 59 Packet Pg. 1111 of 1165
Stormwater Management Fund Projects
Status as of December 2025
Stormwater Management Fund Projects Page 2 of 3
Project Status: This project adds approximately 3,700 linear feet of new 48-inch high-density polyethylene (HDPE) pipe and manholes on Hamilton Avenue to increase the capacity of the storm drain system. This project upsizes the storm drainpipes on Hamilton Avenue between Center Drive and Rhodes Drive and discharges runoff into the 96-inch line located at the intersecƟon of Hamilton Avenue and Rhodes Drive. In addiƟon, the project will add new infrastructure on the 1500 block Hamilton Avenue to capture runoff that would have other drained into the storm drain system under Channing Avenue. The IFB documents were completed during the second half of FY 2025. The project went out to bid in August 2025, and a construcƟon contract was awarded in October 2025. ConstrucƟon starts January 2026 and is scheduled to be completed by November 2026.

West Bayshore Road Pump StaƟon (SD-20000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $474,138 $4,177,865 Public Works ConstrucƟon Summer 2026 Project Status: This project incorporates the design and construcƟon of a new small pump staƟon with 15 cubic feet per second capacity. Installing a new pump staƟon will allow storm flows to be pumped into the Adobe Barron Creek confluence while adding a pump staƟon in advance of the ouƞall would eliminate the rouƟne flooding along West Bayshore Road and allow the system to convey runoff from a 10-year storm event. Staff secured an easement for the pump staƟon from adjacent property owners. The consultant completed the design of the project in June 2024. The construcƟon contract was awarded in spring 2025 and construcƟon started in June 2025. Work is on track to be completed by the end of fall 2026.

West Bayshore Road Trunk Line Improvements (SD-23000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $75,930 $4,924,529 Public Works ConstrucƟon Summer 2026 Project Status: This project replaces approximately 1,400 linear feet of exisƟng 15-inch diameter pipe with 36-inch High Density Polyethylene pipe. These improvements along with the new West Bayshore Road Pump StaƟon (SD20000) will eliminate the rouƟne flooding along West Bayshore Road and allow the system to convey runoff from a 10- year storm event. Staff secured an easement for the pump staƟon from adjacent property owners. The consultant completed the design of the project in June 2024. The construcƟon contract was awarded in spring 2025 and construcƟon started in June 2025. Work is on track to be completed by the end of fall 2026.

RECURRING PROJECTS
Green Stormwater Infrastructure (SD-22001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $63,722 $1,239,330 Public Works N/A Recurring
Project Status: This project implements Green Stormwater Infrastructure (GSI) and the integraƟon of GSI features in Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 60 Packet Pg. 1112 of 1165
Stormwater Management Fund Projects
Status as of December 2025
Stormwater Management Fund Projects Page 3 of 3
the design and implementaƟon of planned CIP projects supported by other funds. GSI mimics the natural environment to slow, spread, infiltrate, and filter pollutants from stormwater runoff through naƟve or engineered soils or other pervious material rather than discharging it directly into the storm drain system, creeks, and the SF Bay. Types of GSI include bioretenƟon areas, flow-through planters, tree wells, and pervious pavement to manage stormwater runoff. The City released a request for proposals in June 2025 to develop a GSI design for the proposed locaƟon at Juana Briones Park. The City anƟcipates entering a contract in January 2026.

Storm Drainage System Replacement and RehabilitaƟon (SD-06101) Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $351,102 $1,783,015 Public Works N/A Recurring
Project Status: This project provides for annual replacement and rehabilitaƟon to maintain the integrity of the storm drain system, including deteriorated storm drain piping, manholes, and storm drain inlets. The rehabilitaƟon includes replacement of broken corrugated metal pipe with High Density Polyethylene pipe. As a result of the December 31, 2022, flood event, the exisƟng 12-inch line on Alester Avenue is proposed to be upsized to 36-inch pipe for addiƟonal storage capacity as part of CIP SD-25000. In 2025, this work was part of Hamilton Avenue System Upgrades project (SD-25000) bid solicitaƟon. The lowest bidder’s fee for the Alester Avenue improvements was significantly higher than the engineer’s esƟmate and several of the other bids received. As a result, staff decided not to advance the project with the Hamilton Avenue Capacity Upgrade project. ConstrucƟon bids will be solicited for this separately in second half of FY 2026.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 61 Packet Pg. 1113 of 1165
Wastewater CollecƟon Projects
Status as of December 2025
Wastewater CollecƟon Projects Page 1 of 2

PROJECT STATS
FY 26 Project Status Pre-Design Design ConstrucƟon Complete Total One Time Projects 0 1 1 0 2
Recurring Projects 4

ONE-TIME PROJECTS
Closed Circuit Television (CCTV) Sewer Main InspecƟon (WC-26001) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $1,856,506 UƟliƟes Design Fall 2030
Project Status: This project provides for the Closed-Circuit Television (CCTV) Sewer Main InspecƟon to idenƟfy pipe stretches in need of rehabilitaƟon/replacement. The project, together with results of the 2025 Sewer Master Plan, will help prioriƟze capital improvement projects and pipe stretch spot repairs to cost-effecƟvely opƟmize sewer rehabilitaƟon to renew sewer main assets and miƟgate the potenƟal for sanitary sewer overflows. Project is anƟcipated to go out to bid February 2026.

Wastewater CollecƟon System RehabilitaƟon AugmentaƟon Project 32 (WC-20000) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $13,797,052 UƟliƟes ConstrucƟon Summer 2028
Project Status: This project designs and constructs high priority main and lateral replacements, which reduces inflow of rainfall and infiltraƟon of groundwater into the collecƟon system. The project will replace approximately 26,400 linear feet (which represents 2 percent of the City’s Wastewater CollecƟon System) The project will be comprised of laterals idenƟfied in video inspecƟon work or through maintenance records as deficient and in need of replacement. Priority will be given to areas idenƟfied by Public Works as targeted work zones ensuring coordinaƟon between departments. WGW is in the process of prioriƟzing CIP projects and will update the exact locaƟons on the June 2026 CIP update report.

RECURRING PROJECTS
Sewer Lateral/Manhole RehabilitaƟon and Replacement (WC-99013) Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $218,890 $340,540 UƟliƟes N/A Recurring
Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 62 Packet Pg. 1114 of 1165
Wastewater CollecƟon Projects
Status as of December 2025
Wastewater CollecƟon Projects Page 2 of 2
Project Status: This project replaces defecƟve sewer laterals and cleanouts, to support improved maintenance of the Wastewater CollecƟon System. InformaƟon collected during rouƟne annual maintenance acƟviƟes is used to prioriƟze sewer lateral replacement work. The results of this work will reduce maintenance Ɵme, decrease sewage lateral blockages and reduce inflow and infiltraƟon into the collecƟon and treatment system. In addiƟon to third party construcƟon, the City also replaces sewer laterals. In the first half of FY 2026, twelve sewer lateral replacements were completed by City staff.

Sewer System, Customer ConnecƟons (WC-80020)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $494,236 $120,270 UƟliƟes N/A Recurring
Project Status: This project installs sewer lateral connecƟons and addiƟons or extensions of exisƟng mains to serve new customers and to respond to changes in sewer requirements due to redevelopment or new development. Old exisƟng non-plasƟc sewer laterals with condiƟon deficiencies per UƟliƟes OperaƟons’ criteria are required to be replaced in accordance with the latest 2024 WGW Standards. In the first half of FY 2026, six new lateral connecƟons were installed.

Wastewater General Equipment and Tools (WC-13002)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $25,672 $13,360 UƟliƟes N/A Recurring
Project Status: This project will procure new general equipment and new tools. In the first half of FY 2026, Lodge Foothills LiŌ StaƟon No. 1 pump #2 was replaced and the portable generator was purchased. In the first half of FY 2026, one cross bore inspecƟon camera and two monitors were procured.

Wastewater System Improvements (WC-15002)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $329,607 $53,450 UƟliƟes N/A Recurring
Project Status: This project implements improvements to the Wastewater CollecƟon System by increasing system capacity for growth, flow monitoring, hydraulic modeling and system analysis, load simulaƟons, asset management analysis and assessment, system infiltraƟon analysis and sanitary sewer overflow monitoring and reducƟon. Part of this project funds the Sewer Master Plan Study, which is evaluaƟng the City’s exisƟng wastewater collecƟon system, flows, and flow paƩerns to determine system capacity to meet current and future flows and recommend and prioriƟze capital improvement projects where needed. The consultant contract was approved in November 2023 and work began in December 2023. The project completed calibraƟng the collecƟon system model in fall 2024 and is beginning to run the model to quanƟfy exisƟng system flows and buildout system flows. Project compleƟon is anƟcipated in January 2026.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 63 Packet Pg. 1115 of 1165
Wastewater Treatment Fund Projects
Status as of December 2025
Wastewater Treatment Fund Projects Page 1 of 4

PROJECT STATS
FY 26 Project Status Pre-Design Design Construction Complete Total One Time Projects 1 2 4 0 7
Recurring Projects 2

ONE-TIME PROJECTS
Local Advanced Water PurificaƟon System (WQ-19003)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $2,737,035 $67,138,041 Public Works ConstrucƟon Winter 2027 Project Status: This project enables the design and construcƟon of an Advanced Water PurificaƟon Facility to further improve the quality of the terƟary-treated recycled water by ultrafiltraƟon followed by reverse osmosis to reduce the level of total dissolved solids. The water reuse partnership agreement with Valley Water and Mountain View provides $16 million in funding from Valley Water grant funding for a porƟon of the project costs and a state lowinterest loan for the design and construcƟon phases. Mountain View pays the remainder of the capital costs associated with this project. Staff executed construcƟon contracts and financial agreements with funding agencies in spring 2025. ConstrucƟon began in summer of 2025. Two major milestones were completed in 2025: a new sewer line on Embarcadero Road and a new odor control system were installed to demolish a former soil bed filter and sewer line. With both items completed, the team plans to finish grading and start installaƟon of piles for the main system structure in spring 2026.

Headworks Facility Replacement (WQ-16002)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $1,210,336 $104,779,656 Public Works Pre-Design Fall 2033 Project Status: This project replaces the exisƟng two outdated influent pump staƟons and their associated equipment and ancillary systems, including the sucƟon and discharge piping manifolds, valves, electrical and controls system, screening equipment, grit handling equipment, pumps, electrical load center and generators, flow meters and yard piping. The consultant is currently performing the advanced planning, anƟcipated to be complete in spring 2026,to finalize the design criteria. At the advanced planning conclusion, either the same or a different consultant will be selected to perform detailed design.

Horizontal Levee Pilot (WQ-22001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $231,263 $887,445 Public Works ConstrucƟon Winter 2026
Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 64 Packet Pg. 1116 of 1165
Wastewater Treatment Fund Projects
Status as of December 2025
Wastewater Treatment Fund Projects Page 2 of 4
Project Status: This project consists of the design, permiƫng, and construcƟon of a horizontal levee pilot system.

The system will uƟlize treated wastewater to create a transiƟonal brackish habitat on the Bayside of a future flood control levee located in the Palo Alto Baylands, adjacent to the Regional Water Quality Control Plant (RWQCP).

InformaƟon and data collected by this pilot system could support broader implementaƟon of horizontal levees as green infrastructure components in larger flood control levee improvement projects within Palo Alto and beyond.

The project completed design, CEQA review, Commission and stakeholder outreach events, created a project webpage, obtained all construcƟon permits from resource agencies, received a recommendaƟon from the Parks and RecreaƟon Commission, and obtained Council approval of the Park Improvement Ordinance as well as a CooperaƟve Agreement between project partners. The project started construcƟon in September 2025 and is currently working on installing the pipeline and in-plant connecƟons. The project team conƟnues to prepare for required monitoring and coordinate future community engagement acƟviƟes including BioBlitz and King Tide Walks.

Joint IntercepƟng Sewer RehabilitaƟon (WQ-24000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $4,116,738 $13,290,181 Public Works ConstrucƟon Winter 2026 Project Status: This project will rehabilitate 2,364 linear feet of the 72-inch Joint IntercepƟng Sewer (JIS) trunk line leading to the Regional Water Quality Control Plant (RWQCP). The enƟre trunk sewer line, constructed in 1972, is approximately 9,000 feet long consisƟng of thirteen manholes and three juncƟon structures. The JIS conveys raw wastewater mainly from the City of Mountain View, City of Los Altos, Los Altos Hills, and a porƟon of Palo Alto, which accounts for more than half of the RWQCP’s influent flows. A construcƟon contract was awarded, and work began in winter 2024 but faced delays due to unforeseen condiƟons and contractor challenges. ConstrucƟon resumed in the 2025 dry season. While the major trunk lining work is complete, addiƟonal efforts were needed to isolate, assess, and repair a criƟcal juncƟon box structure, requiring addiƟonal temporary bypass rerouƟng.

ConstrucƟon is anƟcipated to be complete by early 2026.

New Laboratory and Environmental Services Building (WQ-14002) Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $484,611 $ 16,913,439 Public Works Design Fall 2031
Project Status: The original plan to construct a new laboratory and office building at the Regional Water Quality Control Plant (RWQCP) has been replaced with a lease-based soluƟon. This change reflects a broader shiŌ toward a campus-wide faciliƟes strategy, which emphasizes flexibility by leasing and potenƟally acquiring nearby properƟes to meet evolving space needs at the RWQCP. The relocaƟon will also free up criƟcal space on-site for construcƟon staging and future capital projects. In 2025, City Council approved a 20-year lease for a 13,946 sq. Ō. building at 2470 Embarcadero Way, located directly across from the RWQCP. This building will house the Laboratory and Engineering Groups and includes $6.0 million in tenant improvements funded by this capital project. Staff are currently working with an architect to complete the design of the tenant improvements by spring 2026.

ConstrucƟon of the tenant improvements is anƟcipated to be completed by end of 2026. Staff conƟnue to evaluate opƟons for potenƟally acquiring nearby properƟes to meet long-term workspace planning needs.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 65 Packet Pg. 1117 of 1165
Wastewater Treatment Fund Projects
Status as of December 2025
Wastewater Treatment Fund Projects Page 3 of 4
Ouƞall Line ConstrucƟon (WQ-19000)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $0 $17,850,665 Public Works Design Summer 2027
Project Status: This project consists of the construcƟon of a new parallel ouƞall pipe to convey final plant effluent to San Francisco Bay. A re-design of the pipeline is needed to accommodate a potenƟally future runway shiŌ at Palo Alto Airport. Staff is currently working with the Airport staff and Federal AviaƟon AdministraƟon (FAA) to gain FAA concurrence for the pipeline construcƟon and permanent easements on Airport property. The re-design is anƟcipated to begin in 2026, moving immediately to construcƟon upon design compleƟon.

Secondary Treatment Upgrades (WQ-19001)
Prior Years Actuals Total Project Budget ImplemenƟng Department Project Phase Project CompleƟon $120,079,017 $193,322,308 Public Works ConstrucƟon Summer 2028 Project Status: This project upgrades the Secondary Treatment process at the RWQCP. The exisƟng Secondary Treatment process has two main components, the Fixed Film Reactors (FFR) and the AcƟvated Sludge (AS) Process.

This project includes the reconstrucƟon of the AS process, rehabilitaƟon and reconfiguraƟon of the AS AeraƟon Basins, the eliminaƟon of the FFRs, addiƟon of denitrificaƟon capabiliƟes, and replacement of equipment beyond its useful life. ConstrucƟon began in winter 2023 with the compleƟon of the new nitrificaƟon/denitrificaƟon treatment process, and reƟrement of the FFR’s is expected in summer 2028. ConstrucƟon is sƟll in progress with much of the underground support infrastructure in place. ReconfiguraƟon of AeraƟon Basin #4 was completed and is in service.

AeraƟon Basin #3 construcƟon was completed in fall 2025 and placed into service in winter 2026.

RECURRING PROJECTS
Plant Master Plan (WQ-10001)
Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $441,487 $440,000 Public Works N/A Recurring
Project Status: This project enables the ongoing program management support for major capital projects. Current tasks include developing scopes of work, evaluaƟng consultant proposals, coordinaƟng project management acƟviƟes, pursuing State low-interest loans for mulƟple projects, and updaƟng partner agreements. The consultant provides support for the projects associated with the Long-Range FaciliƟes Plan (LRFP) update.

Plant Repair, Retrofit and Equipment Replacement (WQ-19002) Prior Year Actuals Current Year Budget ImplemenƟng Department Project Phase Project CompleƟon $2,450,678 $7,949,200 Public Works N/A Recurring
Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 66 Packet Pg. 1118 of 1165
Wastewater Treatment Fund Projects
Status as of December 2025
Wastewater Treatment Fund Projects Page 4 of 4
Project Status: This project enables the assessment, repair, and retrofit of the RWQCP’s concrete and metal structures; the replacement of necessary equipment and ancillary faciliƟes, including electrical equipment/systems, to maintain treatment reliability and exisƟng infrastructure; and the replacement of large diameter flow meters built into the wastewater treatment system on sewers, pipes, and water lines. A construcƟon contract for Phase 1 of the 12-KV Electrical Loop Upgrade Project was executed in winter 2023 and completed in spring 2025. A construcƟon contract for Phase 2 of the 12-kV Electrical Loop Upgrade Project was executed in fall 2024 and is scheduled to be completed by fall 2026. The project also supports the Long-Range FaciliƟes Plan Update, including updaƟng the Biosolids Facility Plan and evaluaƟng cost of service allocaƟon methodologies.

Item C
Attachment A - Semiannual
Update on the Status of
Capital Improvement
Program Projects
Item C: Staff Report Pg. 67 Packet Pg. 1119 of 1165
Water Fund Projects
Status as of December 2025
Water Fund Projects Page 1 of 4

Palo Alto City CouncilJune 15, 2026

Palo Alto City Council
June 15, 2026