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Item No.: 5.2
DRAFT--Contact the Office of the City Clerk at (408)535-1260 or [email protected] for final document.
RESOLUTION NO. ________
A RESOLUTION OF THE COUNCIL OF THE CITY OF SAN
JOSE APPROVING A NEW CITY COUNCIL POLICY 5-8,
ENTITLED “TRANSIT FIRST POLICY” TO PRIORITIZE
TRANSIT OPERATIONS AND ACCESS IN PLANS AND
OPERATIONAL DECISION-MAKING
WHEREAS, San José’s Envision 2040 General Plan and Climate Smart plan, along with the Council approved Paris Accord and Zero Emissions 2030 pledge set bold goals of greenhouse gas emissions (GHG) reduction for the City, including making transit more attractive in order to reduce auto use and dependence, and the resulting emissions; and
WHEREAS, in February 2020, the City Council added the Citywide Transit First Policy Framework to the Department of Transportation (DOT) work plan through the City Council priority setting process, which directed staff to develop a Transit First Policy (Policy) and work with stakeholders to identify improvements the City can make to street design, signals, sidewalks, and other infrastructure along identified transit corridors to “achieve our mobility, transit accessibility, efficiency, and affordability goals; and
WHEREAS, Council Policy Priority #14: Citywide Transit First Policy Framework directed that the Policy include the following:
1. Whenever a street where transit operates is part of a planning effort, the effort should incorporate how to make transit faster, more useful, and a more viable option.
2. Any street that operates large amounts of buses per hour or where speeds are below an ideal threshold should be considered for transit priority improvements
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DRAFT--Contact the Office of the City Clerk at (408)535-1260 or [email protected] for final document.
WHEREAS, the Policy articulates the value of transit for the City, outlines the needs of equitable, reliable, and competitive transit over those of other road users on Grand Boulevards, and how the City makes decisions on street design and use of the entire right-of-way across many departments and processes, and to ensure these different processes align with the overall goal of improving transit; and
WHEREAS, the Policy includes two components: 1) the Transit First Policy, which articulates the value of transit for the City (Exhibit “A”), and 2) a Transit First Toolkit, which guides designers to the appropriate infrastructure and technology to support transit operations at different locations throughout the City (Exhibit “B”); and
WHEREAS, a working group comprised of the City’s Department of Transportation, VTA, and Councilmember Pam Foley’s Office (District 9 ) worked to collaboratively develop the policy; the City also worked with Latinos Unidos por una Nueva America (LUNA), a community-based organization focused in the Silicon Valley to conduct outreach and facilitate community discussions to inform the policy; and
WHEREAS, the City proposes to adopt a new San José City Council Policy 5-8, entitled “Transit First Policy” (“Policy 5-8”) that establishes the following guidelines:
1. Prioritize the public transit system and its riders along Grand Boulevards throughout the city above other modes, barring safety concerns, to achieve the three goals of Equity, Reliability, and Competitiveness. Evaluate and recommend streets serving High Quality Transit upon which to similarly prioritize the public transit system.
2. Dedicate City right of way on streets designated as Grand Boulevards and recommended streets serving High Quality Transit, in a way that prioritizes the public transit system and rider needs, before other road users are accommodated, barring safety concerns. Designs should prioritize the mobility NVF:AXY:JMD
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Council Agenda: 08-09-2022
Item No.: 5.2
DRAFT--Contact the Office of the City Clerk at (408)535-1260 or [email protected] for final document.
and access of transit vehicles and riders, including improvements to transit stops and the pedestrian realm.
3. Evaluate and recommend via Multimodal Transportation Improvement Plans (MTIP) and similar area plans the re-assignment of City Connector and Local Connector General Plan designated streets serving High Quality Transit routes, where appropriate, as Grand Boulevards.
4. Seek grant funding, available City funding, and developer mitigation contributions for public transit improvements.
5. Apply equity screening and prioritize disadvantaged communities when investing in street improvements to improve ridership, desirability, and on-time performance of the public transit system.
6. Utilize the Transit First Toolkit to select the appropriate infrastructure and/or technology to best achieve City goals in the design process.
7. Implement transit-supporting infrastructure and technology in street design on streets served by or proximate to transit where feasible.
8. Continue to monitor the effectiveness of tools within the Transit First Toolkit, and tools recommended by the National Association of City Transportation Officials (NACTO), Institute of Transportation Engineers (ITE), and international best practices; update the Transit First Toolkit over time.
9. Support the implementation of transit infrastructure for frequent transit routes on County and VTA right-of-way; and
WHEREAS, pursuant to Section 15168(c)(2) of the CEQA Guidelines, the City of San José has determined that approval of the Policy is pursuant to, in furtherance of and within the scope of the previously approved program evaluated in the Final Program NVF:AXY:JMD
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Item No.: 5.2
DRAFT--Contact the Office of the City Clerk at (408)535-1260 or [email protected] for final document.
Environmental Impact Report for the Envision San José 2040 General Plan (the “FEIR”), for which findings were adopted by City Council through its Resolution No. 76041 on November 1, 2011 and Supplemental Environmental Impact Report (the “SEIR”), through Resolution No. 77617, adopted by City Council on December 15, 2015, and Addenda thereto, and does not involve new significant effects beyond those analyzed in the FEIR and SEIR; and
WHEREAS, the City Council of the City of San José is the decision-making body for approval of the new Policy;
NOW, THEREFORE, BE IT RESOLVED BY THE COUNCIL OF THE CITY OF SAN JOSE THAT:
1. The recitals above are incorporated herein as findings for the adoption of City Council Policy 5-8.
2. City Council Policy 5-8, entitled “Transit First Policy”, as set forth in Exhibit “A,” is hereby adopted.
3. The City Manager or designee is authorized to promulgate guidelines necessary to implement the requirements of City Council Policy 5-8. The guidelines shall be published on the City's website.
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ADOPTED this _____ day of ___________, 2022, by the following vote:
AYES:
NOES:
ABSENT:
DISQUALIFIED:
SAM LICCARDO
Mayor
ATTEST:
TONI J. TABER, CMC
City Clerk
EXHIBIT “A”
EXHIBIT A-1
City of San José
Council Policy
TITLE TRANSIT FIRST
POLICY
PAGE
1 of 3
POLICY NUMBER
5-8
EFFECTIVE DATE REVISED DATE
APPROVED BY COUNCIL ACTION
BACKGROUND
The Envision San José 2040 General Plan sets forth a vision and comprehensive road map to guide the City’s continued growth through the year 2040. The General Plan strategically links land use and transportation to reduce the envi
ronmental impacts of growth by promoting
compact mixed-use development that supports walking, biking, and transit use. The General Plan seeks to focus new developments along transit corridors and in Planned Growth Areas, bringing together office, residential, and service land uses to internalize trips and reduce VMT. The General Plan also encourages the development and use of non-automobile transportation modes to minimize vehicle trip generation and reduce VMT.
The Transit First Policy (the Policy) implements the General Plan. It supports General Plan goals: TR 1 Balanced Transportation System, TR 3 Maximize use of Public Transit, and TR 4 Passenger Rail Service. Additionally, the Policy aligns with Climate Smart San José by supporting strategies: 2.3 Create Clean, Personalized Mobility Choices, 2.4 Develop Integrated, Accessible Public Transport Infrastructure, and the Plan goal of a commute mode shift goal of 35% Transit by 2040. This Policy is based on best practices research and expert knowledge of a working group comprising City and Santa Clara Valley Transportation Authority (VTA) Staff.
The Policy intends to contextualize industry-leading design with local considerations to enhance transit in ways best suited to San José.
The Policy is divided into two sections: this Policy Statement and a Transit First Toolkit.
Together, these sections will guide City staff decision-making going forward.
DEFINITIONS
Policy: Direction to City staff to be incorporated into planning efforts, roadway design, operations, and decisi
on making to make transit equitable, reliable, and competitive for all San Joseans.
Transit First Toolkit: A list of recommended design, infrastructure and technology to support the Policy goals, and the appropriate context for implementing each tool. The Toolkit will be used by staff to implement the direction of the Policy.
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “A”
EXHIBIT A-2
Grand Boulevards: A General Plan street classification that prioritizes transit use. These streets, while accommodating all modes including private autos, are designed with the movement of transit vehicles and the rider experience of transit users as their first design criteria. After providing for transit, pedestrians should be prioritized and designed for next, as transit riders typically begin their trips as pedestrians. Once these two modes are addressed, the remaining road space and resources are equitably distributed among other road users, taking the surrounding network and routing options for various modes into account.
High Quality Transit: Transit routes served by headways of 15 minutes or less, with buses, trains, or other vehicles arriving at a stop within every 15 minutes during peak commute hours.
Public Transit System: The vehicles, right of way, and technological and signal systems used by VTA and other public agencies to provide mobility and access to transit users.
POLICY
The City of San José shall take an active role in making transit successful by improving transit operations and access in the right of way elements under its control. This shall include taking responsibility to prioritize equitable, reliable, and competitive transit in all planning, infrastructure design, and policy decisions. The City shall collaborate with and support local, regional, and state agencies, including VTA, and Caltrain to accomplish this goal. This Policy intends to provide a public transit system rooted in the three goals of:
Equity, providing for the just distribution of investment in infrastructure and transit improvements as outlined in the Transit First Toolkit across San José based on need and highest positive impact; emphasize rider affordability, ease, dignity, and wellbeing when on, waiting for, and accessing transit vehicles and facilities; Reliability, enabling high on-time performance, convenient rider information and wayfinding, easy and intuitive transfers between transit lines and different transit systems, and minimizing service interruptions due to City actions or City permitted activity; Competitiveness, supporting auto-comparable travel times and experience along transit corridors, to Planned Growth Areas, and to major destinations via investment in transit mobility, technology, and transit curb access.
Policy Guidelines:
1. Prioritize the public transit system and its riders along Grand Boulevards throughout the city above other modes, barring safety concerns, to achieve the three goals of Equity, Reliability, and Competitiveness. Evaluate and recommend streets serving High Quality Transit upon which to similarly prioritize the public transit system.
2. Dedicate City right of way on streets designated as Grand Boulevards and recommended streets serving High Quality Transit, in a way that prioritizes the public transit system and rider needs, before other road users are accommodated, barring safety concerns. Designs
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “A”
EXHIBIT A-3
should prioritize the mobility and access of transit vehicles and riders, including improvements to transit stops and the pedestrian realm.
3. Evaluate and recommend via Multimodal Transportation Improvement Plans (MTIP) and similar area plans the re-assignment of City Connector and Local Connector General Plan designated streets serving High Quality Transit routes, where appropriate, as Grand Boulevards.
4. Seek grant funding, available City funding, and developer mitigation contributions for public transit improvements.
5. Apply equity screening and prioritize disadvantaged communities when investing in street improvements to improve ridership, desirability, and on-time performance of the public transit system.
6. Utilize the Transit First Toolkit to select the appropriate infrastructure and/or technology to best achieve City goals in the design process.
7. Implement transit-supporting infrastructure and technology in street design on streets served by or proximate to transit where feasible.
8. Continue to monitor the effectiveness of tools within the Transit First Toolkit, and tools recommended by the National Association of City Transportation Officials (NACTO), Institute of Transportation Engineers (ITE), and international best practices; update the Transit First Toolkit over time.
9. Support the implementation of transit infrastructure for frequent transit routes on County and VTA right-of-way.
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-1
Transit First Toolkit
BACKGROUND
Street design in the City of San José is governed by the Complete Streets Design Standard and Guidelines (CSDSG), adopted May 2018. This document provides detailed information on how to build streets that are "safe, efficient, and convenient for multimodal travel while also supporting public life, neighborhood livability, and economic vitality” (CSDSG, p. 2). The CSDSG includes engineering designs for sidewalks, curb lanes, travel lanes, and transit stops and stations. However, the CSDSG does not give detailed guidance as to where and when to implement these designs and how spatial, throughput, and timing priorities and conflicts should be resolved in street design.
PURPOSE
The Transit First Toolkit is a guide to help city staff select appropriate technology and infrastructure to achieve policy goals. Every street and intersection, like each community in San José, is unique. The toolkit is meant to provide high level guidance, a list of options, their tradeoffs, and appropriate siting context, that project teams can use to develop site-specific designs and applications.
This toolkit helps determine which infrastructure is appropriate. An implementation guide is shown below to help contextualize when and where to implement each tool. The tools are described in detail below, with a high-level sense of costs and benefits, implementation considerations, and appropriate installation context. The toolkit is further divided into infrastructure and technology subsections. Once the appropriate transit-serving infrastructure is selected, the CSDSG provides explicit engineering standards denoting how it should be built.
Each tool within the toolkit supports one or more of four key sub-goals:
Transit vehicle mobility (TVM): The ability for a bus or train to move quickly and reliably through San José
Transit vehicle access (TVA): The ability for a bus or train to access a pedestrian loading area and/or a station
Transit rider mobility (TRM): The ability of a transit rider, including those facing mobility challenges, to access a transit vehicle from a transit stop to complete the first and last leg of their journey
Transit rider access (TRA): The ability for a transit rider to wait, alight, and disembark from a transit vehicle safely and comfortably
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-2
Summary: Tool Implementation Guide
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-3
Tool Placement Application Goal
Transit Only Street ROW ROW to serve only for Transit Mobility TVM Dedicated Bus Lane Travel Lane Multi-lane roads served by frequent lines TVM Public Service Lane
(PSL)
Travel Lane Multi-lane roads served by frequent lines TVM Queue Jump Intersection
Approaches
Intersections feed by street segments not
served by Dedicated Bus Lanes or PSL
TVM
Turn Restrictions Intersection
Approaches
Intersections feed by Dedicated Bus
Lanes, PSL, or Queue Jump
TVM
Parking Removal Curb Lane Multi-lane roads served by frequent lines TVM, TVA
Transit Bulb-Out Transit Stops Transit stops that are shadowed by a parking lane
TVA,
TRA
Transit Boarding
Island
Transit Stops Transit stops that conflict with bike
infrastructure to separate modes
TRA
Wayfinding Transit Stops,
POI, CBD
Provide guidance to Transit Riders to help
navigate first / last mile
TRM
Far Side Transit
Stops
Transit Stops Transit stops near intersections TVM
Rider Waiting Area Transit Stops All transit stops, prioritizing based on usage and equity, i.e., stops in MTC EPC
TRA
Pedestrian Access Public ROW The streets, sidewalks, and crossings within a transit lines walkshed, including
urban design guidance to private
development
TRM
Signal Coordination Intersections Intersections along a corridor served by frequent transit lines
TVM
Transit Signal
Priority
Intersections Intersections served by transit lines TVM Transit Signal
Preemption
Intersections Intersections served by transit lines
requiring guaranteed level of service,
primarily used by emergency vehicles and
heavy rail
TVM
Arrival Information Transit Stops;
Mobile App
Information for all Routes available via
App; Digital displays to be prioritized at
stops based on usage and service
frequency / number of lines
TRA
Leading Pedestrian
Interval
Intersections The street crossings near transit stops and along major transit corridors
TRM
Adaptive Pedestrian
Crossing
Intersections The street crossings at transit stops TRM
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-4
Multi-Stage
Pedestrian Crossing
Intersections The street crossings at transit stops TRM
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-5
Infrastructure
1. Transit Only Street
Transit Mall (NACTO, Flickr: user AE Creations)
Purpose: Transit Vehicle Mobility
Description: A roadway dedicated solely to public transit, including paratransit, and depending on jurisdiction, taxis. These streets can move larger amounts of travelers with lower street traffic, due to the higher capacity of a transit vehicle over a private car. These streets are ideal to maintain person throughput while minimizing impact to pedestrians and street life and can support lively pedestrian and retail environments.
Benefits:
Reduces transit vehicle queuing due to congestion
Dramatically increases transit service speed
Supports high quality transit service
Helps make transit a more equitable form of mobility
Dramatically improves transit vehicle reliability
Impacts & Cost:
Removes access to private autos
Reduces private auto mobility
Reduces or eliminates curbside parking
May impact deliveries (deliveries may be shifted to off-peak hours) Will require turn restrictions for private autos on adjacent streets Quick-build versions can be very low cost and accomplished quickly, often through signage and signal timing
Hardscape version can become expensive depending on design Implementation:
Can be implemented as quick-build, hardscape, or phased
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-6
Quick-build versions can be coupled with pavement maintenance / re-striping resulting in minimal cost and construction time increases Will require parking restriction
Appropriate for transit corridors especially in areas that would also benefit from pedestrianization, I.e., Downtown
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-7
2. Dedicated Bus Lane
Bus Only Lane, Downtown San José
Purpose: Transit Vehicle Mobility
Description:
A travel lane on a public road reserved for the exclusive use of transit vehicles. In some cases, right-turning movements for private autos can be accommodated at intersection approaches. These lanes can be either side or center running, and can be separated / delineated either with hardscape, i.e., concrete curbs or plantings, or quick-build materials such as paint and plastic posts.
Benefits:
Reduces transit vehicle queuing due to congestion
Dramatically increases transit service speed
Supports high quality transit service
Helps make transit a more equitable form of mobility
Dramatically improves transit vehicle reliability
Impacts & Cost:
Reallocates road space from other users, typically repurposing a general travel lane, resulting in less space dedicated to single-occupant vehicles May require the restriction of curbside parking
May limit or eliminate right-turn pockets
Quick-build versions can be very low cost and accomplished quickly Hardscape version can become expensive depending on design, typically requiring at least some concrete curb installation
Implementation:
Can be implemented as quick-build, hardscape, or phased
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-8
Quick-build versions can be coupled with pavement maintenance / re-striping, resulting in minimal cost and construction time increases Hardscape versions can be coupled with street beautification and storm water / urban greening projects
Should be paired with parking and turn restriction where necessary Appropriate for transit corridors
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-9
3. Public Service Lane
Curbside Dedicated Bus Lane (NACTO)
Purpose: Transit Vehicle Mobility
Description:
Identical to Dedicated Bus Lanes except allowing for use by emergency services vehicles Additional Benefits:
Can speed response time for emergency vehicles
Can increase emergency vehicle response reliability and improve traffic safety Additional Impacts & Cost:
Design may need to be adjusted to accommodate non-transit vehicle entry and exit to the lane
Additional Implementation Considerations:
Design may need to be adjusted to accommodate non-transit vehicle entry and exit to the lane, I.e., curbs separating facility from travel lanes may need to be mountable
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-10
4. Queue Jump
Bus travel path using a queue jump (NACTO)
Purpose: Transit Vehicle Mobility
Description:
A designated area of public road reserved for the exclusive use of transit vehicles to enable passing of stopped or queued non-transit vehicles. This typically occurs at an intersection approach and allows a transit vehicle to pass queued private autos waiting at a light.
Benefits:
Reduces transit vehicle queueing time at intersections Allows transit vehicles to pass queued private autos
Allows transit vehicles to better access / utilize transit signal priority intersections Improves transit vehicle reliability
Impacts & Cost:
May require parking removal near intersections
May prevent bulb out / curb extension intended for pedestrian safety May limit or eliminate right turn pockets
If coupled with transit signal priority, preemption signal upgrades may be required Implementation:
Can be implemented in phases or as standalone signal improvements May require signal upgrade, increasing cost and construction time Should be paired with parking restriction
Appropriate for intersections without transit only or public service lanes and low right-turn demand
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-11
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-12
5. Turn Restrictions
Right Turn Restriction to Prioritize Transit, Downtown San José Purpose: Transit Vehicle Mobility
Description: Total or time-based restrictions of turning movements at specific intersections.
These restrictions can be a blanket ban, based on specific times such as peak hours, or on special events affecting local traffic such as the conclusion of a major sporting event. These restrictions can apply to left or right turns leaving or entering a roadway. Such restrictions can limit traffic signal cycle length, reduce congestion and conflict at intersections, and free roadway space to be reallocated to other uses.
Benefits:
Reduction of conflict due to turning movements at intersections Reduction of traffic signal cycle lengths
Reduces transit vehicle queuing due to congestion
Dramatically increases transit service speed
Supports high quality transit service
Improves transit vehicle reliability
Improves safety to pedestrians at crossings
Impacts & Cost:
Reduces private auto mobility
Reduces private auto access
Signals may need retiming
Signal heads may need to be removed or covered
Implementation:
Can be implemented in phases or as standalone signal improvements May require signal upgrade increasing cost and construction time Appropriate for intersections along transit corridors where congestion is present due to turning conflicts, queuing for turns, or signal cycles set to accommodate turns
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-13
6. Parking Removal
Bus Pulling Away from a Red Curbed Bus Stop, Downtown San José Purpose: Transit Vehicle Mobility, Transit Vehicle Access Description: Reallocation of the curb lane from private auto parking to a more productive use. These new uses can include transit right of way, improved transit stops such as boarding islands supporting in lane stopping or expanded pedestrian and street life space.
Benefits:
Expanded pedestrian and street life zone
Reduces transit vehicle queuing due to congestion (turns, and vehicles accessing curbside parking)
Dramatically increases transit service speed
Supports high quality transit service
Helps make transit a more equitable form of mobility
Dramatically improves transit vehicle reliability
Reduction of crossing distance for pedestrians
Potential traffic calming due to narrowing of roadway Impacts & Cost:
Elimination of on-street parking
Parking usage analysis may be required to understand impacts Implementation:
Short sections near transit stops or intersections may be advanced individually or as part of a larger corridor-wide restriction
Impact to business access for vehicles and deliveries may be mitigated by re- configuring curb uses on adjacent streets
Cost and complexity vary greatly with new use: paint and plastic can be used for short term transit lanes; hardscape can be used for long term sidewalk expansions Appropriate for transit corridors
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-14
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-15
7. Transit Bulb-Out
Transit Bulb-Out with amenities near intersection (NACTO) Purpose: Transit Vehicle Access; Transit Rider Access
Description:
A raised, hardened extension of a sidewalk or other similar pedestrian facility used to better facilitate and improve pedestrian access to a transit vehicle and a transit vehicle's access to the curb.
Benefits:
Reduced time and maneuvering required for transit vehicles to access the curb Provides for increased clear space for transit vehicle access and amenities, I.e., boarding ramps and shelters
Provides dedicated space for waiting / alighting passengers outside of the sidewalk through zone, separating passengers and sidewalk activates allowing for greater throughput and comfort for both
Allows for in-lane transit vehicle stopping
Likely to not require significant parking loss, as curb space used is typically already occupied by curbside bus facilities
Impacts & Cost:
In-lane stopping may cause impacts to autos using concurrent lanes In case of attached bulbs, (typical) hydraulic impact is high; curb and gutters must be rebuilt at significant cost
During construction, longer-term local roadway closure required (if sewer / gutter work is required)
Medium cost (typically less than $30K per basic bulb, assuming no major gutter or sewer work)
Implementation:
Can be implemented in phases or as standalone stop improvements Can be required as mitigation assigned to adjacent building Can complement an off-curb transit only or public service lane Should be paired with parking restriction
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-16
Appropriate at all bus stops, especially on high traffic corridors Should be located at far side of intersection to maximize benefit from TSP Design guidance available in CSDSG (pg. 54, 63)
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-17
8. Transit Boarding Island
Transit Boarding Island with protected Cycle infrastructure (CSDSG) Quick-Build Transit Boarding Island at SJSU
Purpose: Transit Rider Access, Transit Rider (& Cyclist) Mobility Description:
A raised, hardened island or other similar pedestrian facility physically separated from the sidewalk used to separate waiting / alighting passengers from other road users and to better facilitate and improve pedestrian access to a transit vehicle and/or transit vehicle access to the curb. These facilities are typically used to provide separation for a protected bicycle facility, or to maintain hydraulic function of an existing gutter.
Benefits:
Reduced time and maneuvering required for transit vehicles to access the curb Provides for increased clear space for riders accessing transit and amenities, I.e., boarding ramps and shelters
Allows for in-lane transit vehicle stopping
Separates transit riders from cyclists in protected bikeways, reducing bus / bike conflicts
Maintains exiting curb and gutter and hydrology
Likely to not require significant parking loss, as curb space used is typically already occupied by curbside bus facilities
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-18
Impacts & Cost:
In lane stopping my cause impacts to autos using concurrent lanes During construction, short-term local roadway closure required (typically less than a week)
Medium cost (typically less than $30K per basic boarding Island) Implementation:
Can be implemented in phases or as standalone stop improvements Can be required as mitigation assigned to adjacent building Appropriate for bus stops on corridors with curb-running bike infrastructure Should be located at far side of intersection to maximize benefit from TSP implementation
Design guidance available in CSDSG (pg. 54, 63)
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-19
9. Wayfinding
Low-cost wayfinding (CSJ) Downtown San José wayfinding map (CSJ) Purpose: Transit Rider Mobility
Description:
Informative, intuitive digital or static signage to help orient transit riders and other road users to nearby attractions and points of interest such as hospitals, libraries, and entertainment venues, and what can be accessed via the transit network.
Benefits:
Orient transit riders to local points of interest to improve last mile connections Improves walkability of nearby areas and transit network Help transit riders understand / use transit network
Build user confidence in new riders
Digital wayfinding can be an easily updatable and effective communication tool for city governments and partners
Impacts & Cost:
Material, design, and installation cost varies
Kiosk or shelter space may no longer be available for other uses including advertisement
Implementation:
Wayfinding can be integrated into transit stop on an ad hoc basis Low-cost wayfinding can be mounted to existing public light and street sign poles For best effect, wayfinding should be coordinated across agencies to form an integrated seamless user experience
Appropriate for all bus stops, especially in heavily pedestrian areas
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-20
10. Far Side Transit Stops
Far side of intersection transit stop (NACTO)
Purpose: Transit Vehicle Mobility, Transit Vehicle Access Description:
Transit stops are located on the far side of intersections relative to the route of a transit vehicle. This allows transit vehicles to cross an intersection before stopping to board / alight passengers, meaning that a transit vehicle need not wait for a light to change to reenter the roadway after servicing a stop.
Benefits:
Improved transit time (likelihood of queueing at stop light reduced) Improved transit reliability (likelihood of queuing at stop light reduced) Improved TSP operation (ETA of transit vehicles more predictable) Reduction in conflicts between right turns and transit vehicles at intersections Potential for stop improvements, if stops are rebuilt Impacts & Cost:
Stop relocation is generally expensive, typically both waiting area facilities and a concrete bus pad in the roadway must be built
Depending on design, construction impacts may be significant Implementation:
Can be implemented in phases or as standalone stop improvements Can be required as mitigation assigned to adjacent building Should be implemented with best design practices, i.e., waiting area and bus bulb improvements
Appropriate for most bus stops at intersections
Highly recommended with TSP deployment to achieve optimum travel time and reliability
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-21
11. Rider Waiting Area
Transit Rider Waiting Area, Downtown San José
Purpose: Transit Rider Access
Description:
Making the area where transit riders wait inviting and safe. This includes shade trees and structures, large waiting areas free of obstruction, support for amenities like benches, transit canopies, and other treatments such as transit bulb-outs, etc.
Benefits:
Improved rider experience, including shade and comfort Improved perception of transit service
Provides space for wayfinding
Some facilities, i.e., refuse bins, are available to other street users Impacts & Cost:
Installation cost dependent on design
May restrict curb activities if additional curb space is needed May reduce clear throughway on sidewalk
May reduce space for other placemaking / public use of street Implementation:
Can be implemented in phases or as standalone stop improvements Can be required as mitigation assigned to adjacent building Can be implemented as part of streetscaping / beatification project Appropriate for all bus stops
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-22
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-23
12. Pedestrian Access
Wide high-visibility crosswalks provide better access to transit stops (NACTO) Purpose: Transit Rider Mobility
Description:
Street features to improve ease, safety, and directness of access to transit boarding areas.
This includes larger sidewalks, crosswalks, pedestrian lighting, shade trees, and structures.
Benefits:
Improved rider experience, including shade and comfort Improved perception of transit service
Improved safety and comfort for all road users
Improved area walkability
Provides space for wayfinding
Impacts & Cost:
Installation cost dependent on design
May restrict other curb uses
May reduce traffic speed or result in traffic queueing Implementation:
Can be implemented in phases or as standalone stop improvements Can be required as mitigation assigned to adjacent development project Can be implemented as part of streetscaping / beatification project Appropriate for all bus stops
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-24
Technology
13. Signal Coordination
Visualization of traffic signals coordinated with bus schedule (NACTO) Purpose: Transit Vehicle Mobility
Description:
Traffic signals are coordinated or timed to allow for uninterrupted or reduced travel times of through travel for transit vehicles. This allows for a PSL, or travel lane used by buses to remain open and free flowing through intersections as to not interrupt or delay transit vehicles.
Benefits:
Improved transit time (likelihood of queueing at stop light reduced) Improved transit reliability (likelihood of queueing at stop light reduced) May be used to better control speed of all traffic on a corridor Impacts & Cost:
May disrupt existing signal timing
May increase cycle times
May increase waiting / queuing at intersections for autos Additional signals may be necessary to achieve transit travel reliability
Implementation:
Should be implemented along a full corridor / route to be effective Can be required as mitigation assigned to adjacent development project Supported by adaptive traffic management system
Appropriate at signalized intersections
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-25
14. Transit Signal Priority
A Transit Priority Signal (White Symbol Right of Traffic Light) Gives a LRT Vehicle Permission to Enter the Intersection Before Autos, Downtown San José
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-26
Existing and Planned TSP in San José as of Summer 2022, CSJ DOT Purpose: Transit Vehicle Mobility
Description:
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-27
Priority at traffic signals is given to transit vehicles to reduce interruptions to through travel of transit vehicles, by reducing the frequency and duration of stops at signals. Note, this technology is applicable to transit vehicles traveling in either direction along a route regardless of frequency. TSP can be implemented through hardware deployed locally at the intersection or, more preferably, centrally utilizing location information and cloud-based platforms or on-premise software. This request can be implemented by the signal in one of two ways:
1) When arriving at the end of a green, the signal provides more time for the approaching transit vehicle, or
2) When arriving on the red, the signal shortens the side-street green time for a quicker return to a green light for the waiting transit vehicle
Benefits:
Improved transit time (likelihood of queueing at stop light reduced) Improved transit reliability (likelihood of queueing at stop light reduced) Likely greater reliability improvements for Transit Vehicles than signal coordination Civil improvements not necessarily required; solution can be entirely software based Impacts & Cost:
Minor disruption to existing signal timing
May increase waiting / queuing on side streets for all roadway users including pedestrians
Significant startup cost to initiate a TSP system city wide plus projected $1k for software maintenance per intersection per year
Implementation:
Can be implemented along a corridor / route to achieve maximum system benefit Can be required as mitigation assigned to nearby development projects Supported by existing adaptive traffic management system Appropriate at signalized intersections
Software based TSP systems provide greater flexibility, uptime, and lower maintenance
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-28
15. Transit Signal Preemption
A Private Car Waits at a Controlled Train Crossing, Midtown San José - courtesy Google Streetview
Purpose: Transit Vehicle Mobility
Description:
Traffic signals are preemptively triggered to allow for the uninterrupted through travel of transit. This is primarily used by emergency vehicles and heavy rail.
Benefits:
Improved transit time (likelihood of queueing at stop light reduced) Improved transit reliability (likelihood of queueing at stop light reduced) Greater transit reliability than traffic signal priority Impacts & Cost:
Disruption of existing signal timing
May increase cycle times
May increase waiting / queuing at intersections for autos and others waiting to cross transit/rail routes
Installation cost is site specific
Implementation:
Can be required as mitigation assigned to adjacent development project Supported by existing adaptive traffic management system Appropriate at signalized intersections or gated crossings
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-29
16. Arrival Information
Arrival Information Display, Downtown San José
Purpose: Transit Rider Access
Description:
Digital displays at transit stops or on personal mobile devices (real time app-based arrival and departure information) display accurate predicted arrival time of next arriving transit vehicles to aid in passenger trip planning.
Benefits:
Increased rider confidence and higher likelihood of riders choosing to ride transit Displays may be available for wayfinding / public service message Impacts & Cost:
High initial system cost
Per stop / display cost
Ongoing maintenance cost (may increase due to vandalism) Implementation:
Can be implemented in phases or as standalone stop improvements Appropriate at all stops / stations, however most utilized / highest ridership stops / stations should be prioritized
Currently in use by VTA at some Rapid and LRT stops
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-30
17. Leading Pedestrian Interval (LPI)
(LPI timed signal by Elementary School, Northside San José) Purpose: Transit Rider Access
Description:
Pedestrians are given a head start crossing an intersection (typically 3-7 seconds), with pedestrian crossing signals showing “walk” before vehicle signals turn ‘green.’ This allows pedestrians to enter and begin crossing an intersection before autos enter. This makes pedestrians more prominent and visible to drivers, especially during turning movements.
Benefits:
Improved pedestrian safety
Improved walkability
Improved access to transit
Impacts & Cost:
Signal timing change
May reduced vehicle throughput
May increase waiting / queuing
May require hardware upgrades in the traffic signal equipment (~$15k/int) Implementation:
Can be implemented along an entire corridor or at individual intersections Can be implemented with other intersection / intersection timing improvements Appropriate at intersections, however intersections with highest pedestrian use should be prioritized
Most effectively used to address permissive left-turn conflicts
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-31
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-32
18. Adaptive Pedestrian Crossing
Purpose: Transit Rider Mobility
Description:
Enhanced pedestrian detection is used to provide extended signalized crossing times where and when required.
Benefits:
Enhanced pedestrian mobility and safety
Improved transit time
Impacts & Cost:
Current technology not fully optimized to support accurate pedestrian detection Implementation must factor limiting factors such as detection accuracy, range and time of day performance
Not applicable for all locations
Implementation:
Appropriate for intersections within the transit walk shed Because of current detection technology limiting factors, minimum crossing standards must always be maintained in case detection fails
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.
EXHIBIT “B”
EXHIBIT B-33
19. Multi-Stage Pedestrian Crossing
A Multi-Stage Pedestrian Crossing in West San José
Purpose: Transit Rider Mobility
Description:
Primarily implemented at intersections with boarding islands located in the median, this utilizes more than one pedestrian phase to complete the curb-to-curb crossing.
Benefits:
Enhanced pedestrian mobility and safety
Impacts & Cost:
Signal modification and other technology implementation Implementation:
Appropriate for intersections within the transit walk shed
DRAFT--Contact the Office of the City Clerk at (408) 535-1260 or [email protected] for final document.