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Page 1: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 2: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 3: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 4: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 5: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 6: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 7: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 8: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 9: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 10: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 11: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 12: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 13: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 14: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Chapter 1 - Introduction

Chapter 1: INTRODUCTION

Background

The Community Based Planning Program targets transportation planningefforts in low income communities in the Bay Area. This MetropolitanTransportation Commission (MTC) program advances the findings of theLifeline Transportation Network Report and Environmental Justice Report asadopted by the Commission and incorporated into the 2001 RegionalTransportation Plan (RTP).

Program objectives are:

Facilitate community participation in prioritizing transportation needsand identifying potential solutions.

Cultivate collaboration between the community, transit agencies,congestion management agencies and MTC.

Build community capacity through Community Based Organizationinvolvement in the planning process.

The county congestion management agencies (CMAs) serve as the leadagencies for implementing the planning process in each county. MTCGuidelines specify that recommended service improvements will beforwarded to the CMAs and transit policy boards for consideration andsubsequent incorporation into short range transit plans, future serviceexpansion plans, and other planning, funding and implementation decisions.

East Palo Alto Community-Based Transportation Plan

For FY 2004, MTC sponsored five pilot community-based transportationplans. As the CMA for San Mateo County, the San Mateo City/CountyAssociation of Governments (C/CAG) volunteered to participate in the pilotprogram and requested that the San Mateo County Transit District(SamTrans) facilitate the planning process and provide technical assistancein developing the plan. On June 3, 2003, the City Council for East Palo Altoapproved the city’s participation in the planning process and agreed to appoint a Stakeholder Committee to guide the process.

East Palo Alto has historically been a lower income community. Well over90% of East Palo Alto residents can be considered people of color, and 65%of the population over five years of age speaks a language other than Englishat home. The city has the lowest per capita income, lowest medianhousehold income, and the highest percentage of individuals living below thepoverty level of any city in the county. Unemployment rates are higher in

East Palo Alto Community-Based Transportation Plan 1-1

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Chapter 1 - Introduction

East Palo Alto than the rest of the county, although the broader economicprofile of the city has improved in recent years.

Figure 1-1 shows the major highways, streets, and transit and shuttle routesserving East Palo Alto. SamTrans Routes 280, 281, and 296 and theDumbarton Express service were identified as Lifeline Transit routes by MTCin 2001. Today three additional SamTrans routes serve East Palo Alto –Routes 297, 397 and REX.

The strategy pursued to develop this plan recognizes the importance ofbuilding partnerships to develop and implement workable solutions to improve mobility for East Palo Alto residents. To that end, the City of EastPalo Alto, community-based organizations (CBOs), MTC, C/CAG, SamTrans,and other stakeholder agencies have worked collaboratively throughout theplanning process. Building on the Lifeline Transportation Network Report, thisplan documents transportation gaps and needs and potential solutions asreported through outreach efforts conducted between December 2003 andFebruary 2004. The plan prioritizes transportation improvements to addressthese needs and proposes an action plan upon which to move forward.

The Stakeholder Committee formed to guide the planning process wasactively involved in each step of the plan’s development. A list of theCommittee members is provided in Appendix A.

East Palo Alto Community-Based Transportation Plan 1-2

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Chapter 1 - Introduction

Transit Lines

To Palo AltoCaltrain Stationand Stanford

To San AntonioCaltrain Stationand Shopping

To Menlo Park/Redwood City

Figure 1-1: Transit Service in East Palo Alto

� Palo Alto Caltrain Station � East Palo Alto �280 Stanford Shopping Center Ravenswood Shopping Center

281 Stanford Shopping Center � Palo Alto Caltrain Station � East Palo Alto �Onetta Harris Community Center

296 Redwood City � Atherton � Menlo Park � East Palo Alto

297 397San Francisco � SFO � Redwood City Caltrain Station � East Palo Alto � Palo Alto Caltrain

Station

CThe East Palo Alto shuttle connects East Palo Alto with the Palo Alto Caltrain Station

The Senior Shuttle serves seniors in East Palo Alto (route varies)S

DBDumbarton Express hastwo stops near East Palo Alto on Willow Road

REX Ravenswood Shopping Center � Redwood Shores � Millbrae BART

East Palo Alto Community-Based Transportation Plan 1-3

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Chapter 2 – Land Use, Demographic & Transportation Overview

Chapter 2: Land Use, Demographic &Transportation Overview

This chapter provides highlights of the detailed land use, demographic andtransportation information provided in Appendix B. It also presents ananalysis and recommendations for MTC’s Lifeline Transportation Network as itpertains to East Palo Alto.

Land Use Profile Highlights

Incorporated in 1983, the City of East Palo Alto is located in thesoutheastern part of San Mateo County. Most of the city’s 2.5 squaremiles of land lie between U.S. Highway 101 to the west and the SanFrancisco Bay on the city’s eastern edge. The Dumbarton Bridge, whichconnects to Bayshore Avenue along East Palo Alto’s northeastern cityboundary, provides a major connection between the Peninsula cities andthe East Bay.

East Palo Alto is characterized primarily by residential use, with retailcommercial uses generally located along Highway 101 and UniversityAvenue. Over the past 10 years, substantial portions of East Palo Altohave been redeveloped or zoned for redevelopment.

Demographic Profile Highlights1

East Palo Alto’s population increased by 26% to 29,500 between 1990and 2000. The population is projected to increase by over 50% to nearly45,000 residents by 2030, substantially outpacing the county as a whole.2

East Palo Alto is a relatively young community, with 35% of thepopulation under the age of 18, as compared to 23% for the county. Only5% of residents are over 65 years of age, as compared to 12.5% for thecounty.

Well over 90% of East Palo Alto residents can be considered people of color, with over 80% of the total population represented by Black/AfricanAmerican or Hispanic/Latino persons in the 2000 Census.

Almost 65% of the population 5 years of age and over speaks a languageother than English at home, and over 40% of this age group speaksEnglish less than “very well.” Over 54% of East Palo Alto’s populationspeaks Spanish.

East Palo Alto has historically been a lower income community. The 2000Census shows that the city has the lowest per capita income ($13,774) inthe San Mateo County, the lowest median household income ($45,006

2-1East Palo Community-Based Transportation Plan

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Chapter 2 – Land Use, Demographic & Transportation Overview

compared to $70,819 in the county) and the lowest median family income($44,342 compared to $80,737 in the county.)

East Palo Alto has the highest percentage of individuals living below thepoverty level in the county, at 16.2%, compared to 5.8% for the countyas whole.

In 2000, the average household size in East Palo Alto was 4.2 peoplecompared to 2.74 for San Mateo County as a whole.3

In 2000, 10.4% of households in East Palo Alto did not have a vehicleavailable, as compared to 6.1% of households in San Mateo Countywithout a vehicle available.

Unemployment rates are higher in East Palo Alto than the rest of SanMateo County, although the broader economic profile of the city has beenimproving in recent years.

Transportation Profile Highlights4

Lying between Highway 101 and the Dumbarton Bridge, East Palo Alto issubject to high volumes of cut-through traffic, mainly via UniversityAvenue. As East Palo Alto’s main thoroughfare, University Avenue issignificantly impacted and experiences significant delays during peakhours. Nine intersections in the city currently operate at a Level of Service D (“approaching unstable conditions”) or lower during the PM andSaturday peak periods.5

East Palo Alto has the highest ratio of pedestrians to population in thecounty. While crosswalks and pedestrian signals are provided at most keyintersections, some streets do not have sidewalks or only have a sidewalkon one side of the street.

East Palo Alto has the second highest ratio of bicycle trips to population inthe county.6 Only three streets have bicycle lanes.

More than one-half of East Palo Alto workers worked outside the county in2000, compared to 42% for the county as a whole.

Over 300 East Palo Alto employed residents who work in Santa ClaraCounty take the bus to work; another 175 East Palo Alto residents whotake the bus to jobs in San Mateo County.

Almost twice as many East Palo Alto workers carpool (23.4%) ascompared to the county as a whole (12.8%).

2-2East Palo Community-Based Transportation Plan

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Chapter 2 – Land Use, Demographic & Transportation Overview

While the majority of workers drive alone to work (64%), this is lowerthan the county (72.3%).

A lower proportion of East Palo Alto residents ride transit to work (6.2%)than for the county as a whole (7.3%).

Market research conducted by SamTrans shows high potential to increasetransit ridership in East Palo Alto, with two-thirds of residents falling intomarket segments that are considered the easiest to capture. Thesemarket segments have lower sensitivities to factors such as “value of time” and “privacy and comfort” which are difficult to provide with publictransit. While the other one-third of residents are sensitive to “privacyand comfort,” they also have a low sensitivity to “value of time.”7

Six SamTrans bus routes directly serve East Palo Alto and provideconnections to other transit modes and many major destinations in othercities. The Dumbarton Express from the East Bay runs adjacent to thecity.

East Palo Alto has 64 bus stops; 16 bus stops have benches, two stopshave shelters, 19 stops have trash cans, and one stop has a publictelephone. Current SamTrans policy requires 200 daily passengerboardings to warrant a shelter where possible. SamTrans and the City arepartnering with Viacom Outdoor to install two shelters in exchange foradvertising rights.

Three shuttles operate in East Palo Alto. The Caltrain Shuttle connects cityemployees and residents to the Palo Alto Caltrain Station; the WeekendShuttle follows the same route on weekends but with more limitedservice. The East Palo Alto Senior Shuttle provides midday service topopular destinations for seniors, with different routes on different days.

Ravenswood City School District provides school bus service to 3,500students or 70% of the students in East Palo Alto and Menlo Park.

The City of East Palo Alto offers a van and shuttle bus to bring seniors to a nutrition program and for planned events and trips.

There is only one taxi company with a business license in East Palo Alto.A one-way taxi fare to Palo Alto costs between $10 and $15.

2-3East Palo Community-Based Transportation Plan

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Chapter 2 – Land Use, Demographic & Transportation Overview

Lifeline Transportation Analysis and Findings

In the Lifeline Transportation Network Report, the MetropolitanTransportation Commission (MTC) identifies a “safety net” of lifelinetransportation services intended to meet the travel needs of low-incomecommunities. The report identifies a series of routes that are consideredcritical to meeting the needs of low-income communities because theyprovide:

Direct service to a neighborhood with a high concentration ofCalWORKs8 households;Service directly to areas with high concentrations of essentialdestinations;Core trunk line service as identified by the transit operator; orA key regional link.

The report identifies Lifeline Transit Network spatial and temporal gaps; gapscan be identified as low-income neighborhoods or key destinations that arenot currently served.

Lifeline Transportation Network service objectives are measured by theservice frequencies and the service hours that Lifeline transit routes wouldneed to operate effectively to meet the mobility needs of low-income transit-dependent individuals. MTC staff established these objectives to serve as a benchmark against which lifeline transit routes could be compared to identifytemporal gaps and to assist in prioritizing gaps most important to fill.Furthermore, the report states that “this does not imply that all resultinggaps must be filled by increases in fixed route service.”9

2-4East Palo Community-Based Transportation Plan

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Chapter 2 – Land Use, Demographic & Transportation Overview

Figure 2-1: Lifeline Transportation Network in East Palo Alto and Concentration of CalWORKs Households

2-5East Palo Community-Based Transportation Plan

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Chapter 2 – Land Use, Demographic & Transportation Overview

Lifeline Transportation Findings for East Palo Alto

Three SamTrans bus routes – the 280, 281 and 296 – and the DumbartonExpress service were identified as Lifeline transit routes in MTC’s LifelineTransportation Network Report (2001). Based on the service objectives in theLifeline Network Plan, two other routes, SamTrans 297, 397, and expressroute REX (which commenced revenue service on August 23, 2004) couldpotentially be identified as Lifeline routes; none of these route directly servedEast Palo Alto at the time the plan was completed in 2001. These routesprovide service for specific time periods and would inherently not meet theLifeline report’s operating hours objectives.

Figure 2-1 shows how these routes serve East Palo Alto’s CalWORKshouseholds and key destinations. All six routes connect with Caltrain andVTA. Routes 397 and REX also connect with BART at the Millbrae IntermodalStation. The Dumbarton Express (DB/DB1) runs adjacent to East Palo Alto(on Willow Road) and connects the Peninsula with the East Bay and inparticular to BART in Union City. Dumbarton Express service is only availableduring the week.

Table 2-1 compares the characteristics of the SamTrans routes that serveEast Palo Alto and the Dumbarton Express service to the Lifeline Networkservice objectives. Each route meets some but not all objectives. All routes“serve CalWORKS clusters” and “serve essential destinations.” However,none of these routes is a “trunk line route” and only the Dumbarton Expressis a “regional link.”

Tables 2-2 and 2-3 compare hours of operation and frequency of service forthe four designated Lifeline routes. SamTrans weekday service on the 280,281 is quite close to meeting the Lifeline service hours objectives; howevermorning and particularly evening service would need to be expanded to meetthe Lifeline objectives. Weekday Dumbarton Express service does not meetthe weekday evening objective of 10 PM and no weekend service is provided.

SamTrans Routes 280, 281, and 296 meet the Lifeline frequency objective of 30 minutes for weekday commute and weekday midday service and 60-minute headway objective for Sunday service. The weekday nighttimefrequency is not met on Route 296 which has 60-minute headways or Route281 which has 40 to 60 minute headways. Route 280 meets the weekdaynight 30-minute headway until 8 PM.

The Dumbarton Express has 20-minute headways during weekday commuteperiods but falls off to 60 to 100 minute headways in the weekday middayand does not operate at all on weekends.

2-6East Palo Community-Based Transportation Plan

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Chapter 2 – Land Use, Demographic & Transportation Overview

Table 2-1: Criteria for Selection as aLifeline Transportation Network Route

Criteria for Selection as a Lifeline Transportation Network route

RouteRoute

Description

ServesCalWORKS

Cluster

ServesEssential

Destinations

OperatorTrunk line

RouteRegional

Link

Connection toOther LifelineTransportation

Services

Connection to OtherTransportationServices (No

Lifeline)

280

EPA-StanfordShoppingCenter

Yes Yes No NoCaltrain, VTA 22,SamTrans 281,296 & 390, DB

VTA 35, 86, 300,SamTrans 297 &

397, KX, Marguerite,EPA Shuttles

281

EPA-StanfordShoppingCenter

Yes Yes No NoCaltrain, VTA 22,SamTrans 280,296 & 390, DB

VTA 35, 86, 300,SamTrans 297 &

397, KX, Marguerite,Menlo Park Midday,

Willow RoadEmployer, EPA

Shuttles

Sam

Tra

ns

Bus

Rou

tes

296

EPA-Redwood

CityCaltrain

Yes Yes No No

Caltrain, VTA 22,SamTrans 270,280, 281, 390,

391

SamTrans 271, 274,295, 297 & 397, KX,Marguerite, Menlo

Park Midday, WillowRoad Employer

Shuttles

DumbartonExpress

Union City-Palo Alto

Yes Yes No YesBART, Caltrain,SamTrans 280,

281, VTA 22

VTA 35, 86, 300,SamTrans 297 &

397, KX, Marguerite,EPA Shuttles

AC

Tra

nsi

t

DumbartonExpress 1*

Union City-Palo Alto

Yes Yes No YesBART, Caltrain,SamTrans 280,

281, VTA 22

VTA 35, 86, 300,SamTrans 297 &

397, KX, Marguerite,EPA Shuttles

* DB1 operates in the peak direction only

2-7East Palo Community-Based Transportation Plan

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Chapter 2 – Land Use, Demographic & Transportation Overview

Table 2-2: Hours of Operation Compared with Lifeline Route Objectives

Weekday

MeetOperation

Objectives forLifelineRoutes

SaturdayMeet OperationObjectives forLifeline Routes

SundayMeet OperationObjectives forLifeline Routes

Suburban TransitOperators/Routes

6AM –10PM

6AM –10PM

8AM – 10PM

280 Direction: East PaloAlto

6:10AM - 10:06PM Yes

8:31AM-6:01PM

No/ Need to startservice at 6AM

and extend until10PM

9:01AM - 5:01PM

No/ Need tostart at 8AM andextend service

until 10PM

280 Direction: StanfordShopping Center

5:35AM - 10:39PM Yes

8:07AM –5:37PM

No/ Need to startservice at 6AM

and extend until10PM

8:37AM-4:37PM

No/ Need toextend service

until 10PM

281 Direction: East PaloAlto

6:30AM-9:55PM

Yes8:44AM –5:44PM

No/ Need to startservice at 6AM.and extend until

10PM

9:10AM - 5:10PM

No/ Need tostart at 8AM andextend service

until 10PM

281 Direction: StanfordShopping Center

5:57AM-9:30PM

No/ Need toextend hours

to 10PM

7:46AM-6:16PM

No/ Need to startservice at 6AM

and extend until10PM

8:46AM - 4:42PM

No/ Need toextend service

until 10PM

296 Direction: East PaloAlto

6:34AM-9:35PM

No/ Need toextend

service until10PM

9:34AM-6:34PM

No/ Need to startservice at 6AM

and extend until10PM

9:34AM - 6:34PM

No/ Need tostart at 8AM andextend service

until 10PM

Sam

Tra

ns

Bus

Route

s

296 Direction: RedwoodCity Caltrain

5:48AM-11:18PM

Yes 8:44AM-5:44PM

No/ Need to startservice at 6AM

and extend until10PM.

8:44AM-5:44PM

No/ Need toextend service

until 10PM

Dumbarton ExpressDB/DB1 Palo Alto-Union

City

6:20AM-8:05PM

No/ Need toextend hours

to 10PM

AC

Tra

nsi

t

Dumbarton ExpressDB/DB1 Union City-Palo

Alto

5:20AM-6:45PM

No/ Need toextend hours

to 10PM

NoWeekendService

Need to provideservice

No WeekendService

Need to provideservice

Table 2-3: Frequency of Service Compared with Lifeline Route Objectives(In Minutes)

WeekdayCommute

WeekdayMidday

WeekdayNight

Saturday Sunday

In Minutes

Suburban TransitOperators/Routes

30 30 30 30 60

280 30 30 30-60 30 60

281 30 30 40-60 30 60

296 30 30 60 60 60

DB/DB1 20 60-100 N/A N/A N/A

2-8East Palo Community-Based Transportation Plan

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Chapter 2 – Land Use, Demographic & Transportation Overview

Lifeline Transportation Recommendations

Lifeline Transportation provides a safety net for low income persons withmobility needs. Samtrans’ routes 297 and 397 owl service meets thisobjective by providing nighttime service between the Palo Alto CaltrainStation and the Transbay Terminal in San Francisco. As such, inclusion ofRoutes 297 and 397 in the Lifeline Network is recommended.

However, it is also recommended that MTC revisit the Lifeline routeobjectives to recognize the cost effectiveness of alternative transit options increating a mobility safety net. Providing fixed route all-day and nighttimeservice on 30-minute frequencies for weekdays and Saturdays and 60-minutefrequencies on Sundays is not within the financial capacity of many transitoperators and, importantly, may not be the most cost-effective means of providing Lifeline service. Meeting Lifeline objectives for fixed route servicemay divert resources from more productive service for low incomepopulations. It may even deter transit operators from providing limited butimportant service such as that provided by Routes 297 and 397 because itdoes not meet the Lifeline frequency or service hour objectives.

1 Unless otherwise noted, demographic data is from Census 2000 data found at www.census.gov.2 ABAG Projections 20033 “San Mateo County Census and Housing Data Sourcebook” produced by City/County Association ofGovernments, Environmental Services Agency, and San Mateo Planning & Building Division.4 The source of Transportation Profile Highlights’ demographic data is the Census 2000 Trip-to-WorkInformation (Census Transportation Planning Package) unless otherwise noted.5 City of East Palo Alto’s General Plan, December 19996 Based on counts conducted at different locations in the county – Source: MTC Bicyclist and PedestrianData Collection and Analysis Project : Final Report (2003)7 The market research was derived from a statistically representative sample of East Palo Alto residents.8 CalWORKs: California Work Opportunity and Responsibility to Kids Act. CalWORKs is a welfareprogram that gives cash aid and services to eligible needy California families.http://www.dss.cahwnet.gov/cdssweb/california_169.htm9 Lifeline Transportation Network Plan (2001), Page 20.

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Chapter 3 – Outreach and Community Needs

Chapter 3 – Outreach and Identification ofCommunity Transportation Needs

The backbone of this Community-Based Transportation Plan is the input andsupport of the community. East Palo Alto and SamTrans staff partnered to involve residents, business owners, and community-based organizations inthe identification of transportation gaps and needs and potentialtransportation improvements. This chapter documents the outreachstrategies that were employed to develop this plan and the transportationgaps and needs that were identified.

Summary of Outreach Strategies

Beyond identifying transportation needs, the Outreach Plan approved by theStakeholder Committee had the goals of informing the community,developing potential solutions to meet those needs, and securing broadcommunity support for implementing transportation improvements.Community workshops were the primary vehicle employed to work withresidents and business owners. The results of the community workshopswere augmented by a workshop with the Stakeholder Committee. Theworkshops and other strategies are described below.

1. Community WorkshopsIn January 2004, three community workshops were held at threedifferent times and locations. A fourth workshop for Spanish-speakingresidents was added at the request of the Stakeholder Committee.

East Palo Alto Senior Center12:30 PM, Wednesday January 7, 2004East Palo Alto City Hall6:30 PM, Wednesday, January 7, 2004Ravenswood Family Health Center10 AM, Saturday, January 10, 2004St. Francis of Assisi Church7 PM, Thursday, January 29, 2004

A total of 56 residents and business owners attended the workshopsand provided input. Each two-hour workshop opened with anintroduction as to the purpose of the Community-Based TransportationPlan, the role of the workshop, and summary information aboutexisting transportation conditions in East Palo Alto. Workshopsparticipants then formed breakout groups and were asked to identifytransportation needs and issues facing East Palo Alto residents andemployees and potential solutions to address these needs. Eachbreakout group elected a facilitator who then reported back to thelarger group.

3-1East Palo Alto Community-Based Transportation Plan

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Chapter 3 – Outreach and Community Needs

2. City-wide MailingA notice was sent to every household and business in East Palo Alto.The notice was in the form of a postcard with information in bothSpanish and English. It provided information about when and wherethe community workshops would be held, as well as how to get moreinformation or provide input.

3. Press ReleasesOne press release was sent out to inform community members aboutthe public workshops being held. Two newspaper articles were writtenabout the planning process and publicized the public workshops.

4. Survey of Community Based OrganizationsA survey was distributed to 40 community based organizations (CBOs)and 23 churches serving East Palo Alto. The survey asked theseorganizations and churches what transportation needs existed for theirEast Palo Alto constituents and what improvements they wouldrecommend to address those needs. Fourteen CBOs and one churchresponded to the survey. This represents a 35% response rate forCBOs and a 4% response rate for churches. The overall response ratewas 24%.

5. Web siteSamTrans placed an informational web page on its website. This sitepresents information about the planning process, communityworkshops, upcoming meetings, the Existing Conditions Report, andthe draft and final reports It also provides an e-mail address for moreinformation about the plan.

6. Telephone HotlineSamTrans set up a direct project hotline with a menu in both Spanishand English. The message informs callers about the planning process,community workshops, and presentations of the draft plan. Callersalso had the ability to leave a message.

7. Comment CardsAt the community workshops, SamTrans provided comment cards thatparticipants could take home and send in later if they thought ofadditional ideas. They were also encouraged to take these and givethem to people who were unable to attend the workshops.

8. Presentations to East Palo Alto City Council and Advisory CommitteesSamTrans staff made two presentations to the East Palo Alto CityCouncil to provide information about the CBTP planning process andrequest city participation and designation of a Stakeholder Committee.SamTrans staff also made presentations to the East Palo AltoTransportation Advisory Committee and Senior Advisory Committee.

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Chapter 3 – Outreach and Community Needs

Identification of Transportation Gaps and Needs

Distilling the results of the community workshops, the StakeholderCommittee workshop and the CBO survey to reach a statement oftransportation needs was a multiple step process.

In addition to the four community workshops held in January, theStakeholder Committee dedicated its second meeting to conducting a similarworkshop to identify additional needs and potential solutions. The detailedresults of the community and Stakeholder Committee workshops and theCBO survey are included in Appendix C.

The results of the outreach efforts were initially presented to the StakeholderCommittee at the third Stakeholder Committee meeting. The statedtransportation needs that were identified through the workshops and CBOsurvey were organized into 24 statements of transportation needs andassociated potential solutions in Technical Memorandum #1. The StakeholderCommittee reviewed these needs and added one additional transportationneed facing the community (direct access to Community Colleges). Theseinitial 25 statements of transportation gaps and needs are shown in Table 3-1.

3-3East Palo Alto Community-Based Transportation Plan

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Chapter 3 – Outreach and Community Needs

Table 3-1

Initial 25 Stated Transportation Needs

1 More bus shelters on major streets

2 More Amenities at Bus Stops

3 Assess appropriateness of bus stop locations

4 More transit service west of Highway 101

5 Reroute existing bus service

6 Provide better connections to late night bus service

7 More frequency of bus service

8 Extend hours of transit service

9 Better scheduling

10 Cost of transit

11 More bus pass vendor outlets in East Palo Alto

12 More marketing of transportation services in English and Spanish

13 Use smaller buses on some routes

14 Clean fuel bio-diesel buses

15 City staff dedicated to transportation issues

16 Transit Oriented Developments

17 A transit center in East Palo Alto

18 Transit transfer sites

19 Improve Existing Shuttle Services and Add Shuttle Service

20Add weekend service and a bus stop in East Palo Alto to theDumbarton Express

21 Improved bicycle network in East Palo Alto

22 Improved pedestrian environment in East Palo Alto

23 Reliable taxi service in East Palo Alto

24 To relocate some school bus stops off the busy streets

25 Establish direct connections to community colleges

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Chapter 3 – Outreach and Community Needs

Stakeholder Committee members noted that there were too many identifiedneeds to attempt prioritization and suggested that the needs be consolidatedinto broader categories. With careful consolidation, the nine transportationgaps and needs contained in Table 3-2 were identified. These revisedcategories were sent to the Stakeholder Committee via e-mail along with theassociated potential transportation solutions that were suggested by thecommunity and Stakeholder Committee. The Stakeholder Committee wasasked to review these consolidated need categories and then rank thepotential improvements for each need.

At the fourth Stakeholder Committee meeting, the Stakeholder Committeemet to formally approve the nine categories as adequately describing thetransportation needs facing the East Palo Alto community. These ninecategories are described below. Potential transportation solutions associatedwith these needs are shown in Table 4-1 and detailed in Chapter 4.

Table 3-2

Final Definition ofTransportation Gaps and Needs in East Palo Alto

Improve bus and shuttle stops to make it easier and safer for peopleto use transit.

Enhance transportation systems to make travel easier to primarydestinations.

Improve affordability of transportation services.

Provide feeder services to existing bus and shuttle services(particularly at night).

Increase public awareness about transportation options.

Improve connections between land use and transit.

Enhance community health and safety through transportationimprovements.

Increase coordination between transportation systems and services,both public and private.

Enhance off-peak (weekend and late night) transportation services,both connecting to existing transportation as well as to primarydestinations.

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Chapter 3 – Outreach and Community Needs

1. Improve bus and shuttle stops to make it easier and safer forpeople to use transit

Workshop participants noted that there is a need for more bus shelters inEast Palo Alto along major streets to protect riders from inclementweather, provide more comfort, and increase the feeling of safety at thebus stops.

Workshop participants felt that more amenities could be added at busstops to make the stops safer, cleaner, and more comfortable. Certainamenities could also improve the information provided to bus riders.Amenities that were suggested by participants in the outreach processincluded: more trash cans and trash pick-up service; more seating(benches, SIMME seats); more visible signs for bus stops; more transitinformation at bus stops (route map, schedule, general transit info);improved lighting; and improved waiting and boarding areas (concreteADA pads, bulb-outs).

Workshop participants also noted that certain bus stop locations alongcurrent SamTrans routes may not be optimally located to conform to changed land uses and are not situated to maximize transit ridership.

Participants stated that there is a need for transit transfer sites in EastPalo Alto. Currently there are no officially designated transit transfer sites.Such sites should be located where transfers currently occur and wouldprovide amenities for passengers that wait for their transfers, such asshelters, improved lighting, posted transit information, etc. Participantsstated that there is a need for a transit center in East Palo Alto.

2. Enhance transportation systems to make travel easier toprimary destinations

Workshop participants stated that there is a need to improvetransportation to primary destinations for East Palo Alto residents.Participants suggested that improvements to the existing fixed routeservice coverage and route alignments were needed, as well as increasingthe hours and frequency for fixed route services. They also felt thatcoordination between transportation services needed to be improved.

The Stakeholder Committee was informed by SamTrans staff thatincreasing frequency for fixed route transit is very expensive and wouldlikely not be implemented in the near term due to severe financialconstraints faced by SamTrans. The Stakeholder Committeerecommended carrying the potential solution to “increase frequency of service” forward, but with a closer examination of costs for increasing

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Chapter 3 – Outreach and Community Needs

frequency in peak periods, and to also consider less costly feeder servicessuch as shuttles.

Transportation service for youth was a concern for some workshopparticipants, particularly for after-school hours and for those school-agechildren living west of Highway 101. Currently there are 15 passengervans that bring youth directly to programs and activities. Opportunities to coordinate and expand such services may exist.

3. Improve affordability of transit

Participants stated that the cost of making a trip was too high in somecases and they felt that instituting transfers between SamTrans routeswould be a good solution to lowering the cost of transportation forindividual riders. Although there are currently transfer policies betweenSamTrans and VTA for monthly pass holders, SamTrans riders withoutmonthly passes must pay for each leg of their trip. For single rides thatuse both SamTrans and VTA, tickets must be purchased from eachoperator. Suggestions included free transfers within SamTrans serviceand a day pass that might also include VTA.

4. Provide feeder services to existing bus and shuttle services(particularly at night)

Workshop participants said that they wanted more transportation optionsto connect with SamTrans’ 397 “owl service.” Route 397 is a trunklineservice that extends from the Transbay Terminal in San Francisco to thePalo Alto Caltrain station. Currently SamTrans’ 297 and 397 routes sharestops in East Palo Alto along Bay Road and University Avenue. Someriders have to walk long distances to and from bus stops late at nightwhich makes them feel unsafe.

5. Increase public awareness about transportation options

Workshop participants stated that there is a need to increase publicawareness of transportation options in East Palo Alto. One area of concernwas that East Palo Alto needed more monthly bus pass sale locations.Participants also stated that there is a need to provide more marketing oftransportation services in English and Spanish in East Palo Alto.

Some workshop participants said that the City of East Palo Alto needs a city employee to monitor transportation issues and market transportationservices in East Palo Alto. Some cities call these staff members“Transportation Systems Management (TSM) Coordinators” or “Mobility

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Chapter 3 – Outreach and Community Needs

Managers.” Examples of duties for TSM Coordinators in other citiesinclude: meeting with local employers to encourage non-auto forms ofcommuting, disseminating transit information to residents andbusinesses, applying for transportation grants for special transportationprojects, as well as representing the City at regional and localtransportation meetings.

Some workshop participants stated that more information needed to beprovided at transit stops.

6. Improve connections between land use and transit

Participants stated that there is a need for a Transit OrientedDevelopment program that would develop policies or guidelines for newdevelopment in East Palo Alto. Such a program would help the city to make transit friendly decisions on future projects.

Participants also stated that is a need for a transit center in East PaloAlto. Currently, there is no transit center in the city.

7. Enhance community health and safety through transportationimprovements

Workshop participants expressed a need to improve community healthand safety through transportation improvements. They said that bicycleand pedestrian facilities were lacking in many areas. They also felt thatlighting needed to be improved, particularly at some bus stops.Participants stated that a transit center at a busy activity center couldimprove public safety by providing a safer alternative to a bus stop.

Workshop participants stated they would like to see smaller buses on localstreets due to the potential for conflicts with other drivers, pedestrians,and bicyclists. They also would like to see clean-fuel vehicles used to provide public transportation.

Workshop participants were also concerned that school children beingdropped off by school buses on busy streets were being placed at risk andsuggested moving the school bus stops to side streets.

8. Increase coordination between transportation systems andservices, both public and private

Workshop participants felt that coordination between transportationsystems and services could be improved. Participants stated that

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Chapter 3 – Outreach and Community Needs

coordination between VTA and SamTrans schedules for fixed route transitshould be improved, as should coordination between bus service and localshuttle services.

Taxi service is often not an option because many cab companies will notserve East Palo Alto and only one taxi company has a license in the city.It was voiced that the city should take the lead in negotiating with moretaxi companies to serve the city.

The Dumbarton Express transbay route is on the periphery of East PaloAlto and there is a desire for a stop in the center of the city.

9. Enhance off-peak (weekend and late night) transportationservices, both connecting to existing transportation as well asto primary destinations

Participants stated that it is difficult to get to primary destinations and toconnecting transit services during off-peak hours, and particularly at night. Participants stated that there needs to be more reliable taxiservice. They also suggested that late night bus service should extendmore into residential neighborhoods than it currently does. Participantsalso stated that a demand response feeder service or shuttle could helpresidents connect with mainline transportation services.

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Chapter 4 – Recommended Strategies

Chapter 4: RECOMMENDED STRATEGIES

The community outreach process and workshop sessions with theStakeholder Committee identified both transportation needs and a broadarray of potential transportation solutions. All suggested solutions wereevaluated for their potential to address the transportation needs, and the topranked solutions were expanded into thirteen recommended strategies.

Evaluation and Prioritization of PotentialTransportation Solutions

As described in Chapter 3, the input from the community workshops, CBOsurvey, Stakeholder Committee and the analysis of existing transportationconditions were distilled into nine transportation needs for East Palo Alto. Atotal of 29 potential transportation solutions were proposed to meet the ninegaps and needs.

As a first step toward evaluating the range of potential strategies, theStakeholder Committee agreed upon the following evaluation criteria.

FinancialCost effective – Is the cost reasonable as compared to the number of people who benefited? A low cost program that reaches relatively fewpeople can have a high cost per person reached.Funding availability and sustainability – Are funding sourcesidentifiable and likely to be available given competition with otherprojects? Projects should have stable sources of funding to ensure thatthey can continue if successful.

ImplementationEase of implementation – Can the project or program be easilyimplemented given existing transportation services and likely providersof new service?Do-able within a reasonable timeframe – Short term results, aslong as they are sustainable will generate community support andbegin to immediately address transportation gaps and barriers.Potential for partners – Partnerships can increase available fundingopportunities, speed implementation, and generate broader supportfor programs and projects.

TransportationBroad impact to improve mobility – A transportation solution thatservices many is better than one that services a few.Compatible with existing service and plans – Transportationsolutions will be easier to implement and more effective if they aresupportive of existing services and plans.

East Palo Community-Based Transportation Plan4-1

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Chapter 4 – Recommended Strategies

Effective, measurable project or program – Strategies shouldincrease usage of transportation based on factors such as patronage,reliability, and safety.

CommunityAddresses populations(s) with the greatest need – Populationsor communities with the greatest barriers to mobility should betargeted.Strong community support – The success of any transportationsolution requires the support of community based organizations(CBOs) and local politicians, as well as those who directly benefit fromthe service.Environmental benefits – Mobility strategies that shift trips awayfrom single occupant vehicles can contribute to a healthierenvironment.

Each potential transportation solution was then evaluated as to how well theymet the financial, implementation, transportation, and community criteria.Potential improvements were also assessed as to whether they could likelybe implemented in the short term (less than two years), mid-term (two tofive years), or long term (beyond five years).

Prioritization of the many suggested transportation solutions to address eachneed was then accomplished by electronic voting by the StakeholderCommittee. To ensure fairness and balanced representation, the StakeholderCommittee determined that prioritizing the potential transportation solutionmust be a “transparent process” that distinguishes between community-based organizations working in East Palo Alto and countywide and regionalagencies that serve East Palo Alto residents. Voting results were thereforetallied separately by public agency votes and CBO votes, as well as combinedvote totals.

The results of the Committee’s rankings were presented and discussed at theMarch 17, 2004 Stakeholder Committee meeting. The Committee thenselected one or more transportation solutions to meet each need. Thirteentransportation solutions were selected on which to focus.

Table 4-1 arrays the various proposed transportation solutions against thenine statements of need and was used for the electronic voting by theStakeholder Committee. Table 4-2 summarizes the evaluation each potentialsolution against the criteria; the Stakeholder Committee used thisinformation to assist in their voting. Table 4-3 shows how the top 13 rankedsolutions selected by the Stakeholder Committee meet each of the ninetransportation gaps and needs.

East Palo Community-Based Transportation Plan4-2

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Recommended Transportation Improvement Strategies

Each of the thirteen transportation strategies recommended for implementation by theStakeholder Committee is detailed on the following pages. The intent is to provide one-pagestand alone project descriptions that can be incorporated into planning and funding initiatives.Each strategy includes:

The transportation needs addressed by the project.A brief project description.The potential transportation and community impacts of implementing the project.Implementation requirements as to recommended project lead agencies and potentialpartnerships.Potential funding sources and a preliminary cost estimate.

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Strategy #1: Provide Enhanced Transit Transfer Sites

Transportation Needs Addressed:Improve bus and shuttle stops to make it easier and safer for people to use transit.Increase public awareness about public transportation.Increase coordination between transportation systems and services, both public and private.Enhance community health and safety through transportation improvements.

Project Description:This transit improvement would enhance the amenities at bus stops where transfers frequently occur.These amenities would ideally include shelters, lighting, trash receptacles, information boards or kiosks,newspaper racks, bicycle racks, and public phones. Posted information about transit and othertransportation services would be expanded and also provided in Spanish. Landscaping and signagewould increase the site’s visibility. The Stakeholder Committee suggested the following locations aspotential transfer site candidates:

Newbridge & WillowUniversity & WoodlandUniversity & BayHome Depot / IKEA area

Potential Transportation and Community ImpactsProviding shelters and enhancing the amenities and information at bus stops where transfers frequentlyoccur will improve the passenger experience at those stops. The visibility of a transfer site will alsoimprove the image of transit. These benefits help attract new and retain existing riders.

Implementation RequirementsLead Agencies: SamTrans and the City of East Palo Alto.

Potential Roles and Partnerships:Landscaping – City of East Palo Alto.General maintenance – City of East Palo Alto, Community-Based Organizations, and adjacent propertyowners.Design and construction oversight – SamTrans, City of East Palo Alto.

FinancialPotential Funding Sources:Job-Access Reverse Commute (JARC); advertising revenues; Transportation For Livable Communities(TLC) planning and capital grant program; Community Development Block Grants (CDBG); C/CAG LocalTransportation Support program; SamTrans capital / operating funds; City of East Palo Alto generalfunds; development transportation mitigation funds.

Preliminary Cost Estimate: It would cost $60,000 for construction of four transfer sites plusapproximately $5,000/year for maintenance. The cost will vary depending on the amenities provided.Examples of estimated costs: Shelter with bench: $8,000; concrete shelter pad: $1,800; trashreceptacle: $900; new pole and sign: $100; telephone: $500; general information board: $2,000;bicycle racks: $300 per rack; sidewalks $15 per linear foot. Maintenance costs would likely range from$750 to $1,200 annually per site depending on the level of use.

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Stragegy #2: Improve the Scheduling and Connectivity of TransitServices

Transportation Needs Addressed:Enhance transportation systems to make travel easier to primary destinations.Provide feeder services to existing bus and shuttle services, particularly at night.Increase coordination between transportation systems and services, both public and private.

Project Description:A comprehensive transit study would be conducted to include fixed route bus, shuttle, and school busservices in East Palo Alto, with the goal of improving the spatial connectivity (e.g. having shuttles andbuses stop at same location for transfers) and temporal connectivity (e.g. timed transfers) of thevarious services. The study would examine service characteristics (frequency, operating hours),ridership data, market research data, and major trip generators. A task force of city staff andcommunity-based organizations would work with SamTrans staff to develop recommendations to adjustservice and improve the dissemination of transit information to better meet the needs of current andpotential transit users in East Palo Alto.

Potential Transportation and Community ImpactsEnhancing the connectivity of transportation services in East Palo Alto could reduce waiting, walking,and total trip time for transit users. It could also better connect riders with their origins anddestinations.

Implementation RequirementsLead Agency: SamTrans

Potential Roles and Partnerships:The City of East Palo Alto (shuttles), Community-Based Organizations (CBOs), Santa Clara ValleyTransportation Authority (fixed route bus service at the Palo Alto Caltrain Station), the DumbartonExpress Consortium (SamTrans, AC Transit and VTA), the City of Palo Alto (shuttles), the City of MenloPark (shuttles), and Stanford University (shuttles).

FinancialPotential Funding Sources:SamTrans operating funds; FTA Section 5303 Technical Assistance; C/CAG Local TransportationSupport program.

Preliminary Cost Estimate:The costs for the study would be staff time for SamTrans, East Palo Alto, and other participatingagencies. If a consultant were to produce the study, the cost could be $25,000 or more.

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Strategy #3: Increase the Frequency of Transit Service

Transportation Needs Addressed:Enhance transportation systems to make travel easier to primary destinations.Enhance off-peak (weekend and late night) transportation services, both connecting to existingtransportation as well as to primary destinations.

Project Description:The frequency of fixed route transit and/or shuttle routes that connect with fixed route transit would beincreased. Stakeholders and members of the community generally believe that increasing frequencyduring the evenings and weekends is more important than increasing peak period frequency. The peakperiod frequency for fixed route buses that serve East Palo Alto is 30 to 40 minutes on average.Weekday nighttime service and Saturday and Sunday fixed route service frequency is 30 to 60 minutes.The MTC Lifeline Transit objective is for 30-minute frequency at all times.

This project would best be undertaken following the comprehensive transit study described in Strategy#2 (Improve the Scheduling and Connectivity of Transit Services).

Potential Transportation and Community ImpactsEnhancing the frequency of transit service in East Palo Alto could reduce wait times and therefore totaltrip time for transit riders. Improving service frequency should attract more transit riders but wouldnot likely offset increased operating costs.

Implementation RequirementsLead Agencies: SamTrans (fixed route transit), City of East Palo Alto (shuttles).

Potential Roles and Partnerships:There may be opportunities to partner with other local shuttles (Menlo Park, Palo Alto, StanfordUniversity, local employers) to increase service frequency by combining shuttle routes.

FinancialPotential Funding Sources:Job-Access Reverse Commute (JARC) federal earmark; C/CAG Local Transportation Services programor Local Transportation Support program; regional Transportation Fund for Clean Air (TFCA) funds;development transportation mitigation funds.

Preliminary Cost Estimate:Increasing peak period SamTrans service frequency from 30 minutes to 20 minutes would require anadditional bus at a cost of $330,000 and an additional driver at a cost of $130,000 annually. Currentshuttle service costs $45 to $55 per hour.

Off-peak service would cost approximately $83,000 for increasing to 30 minute service on weekdayevenings and nights for Route 280. This would add seven new scheduled runs.

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Strategy #4: Subsidized Monthly Transit Passes for Low IncomeRiders

Transportation Need Addressed:

Improve affordability of transportation services.

Project Description:Subsidizing monthly SamTrans passes for low income riders would make transit more affordable for low incomepersons and increase their mobility. It would be necessary to set up an administrative structure to determineeligibility, distribute passes, monitor use, and ensure the use of passes is not abused. Subsidized passes could bemade available at monthly pass vendor outlets or through the Human Services Agency (HSA) to those individualsfurnishing proof of low-income status. One option to establish eligibility would be through HSAs Electronic BenefitTransfer (EBT) cards that are used to purchase food stamps. Canada College offers a successful example forsubsidizing monthly transit passes; the college subsidizes bus passes for the first 200 students that apply ($17 fora $40 pass) and funds the program through student fees.

Potential Transportation and Community ImpactsThe upfront cost of a monthly transit pass is too high for some low-income individuals and forces them to purchasetickets for individual trips at $1.25 per trip. The breakeven cost of a monthly pass is eight round trips but thebenefit of purchasing a pass may be outweighed by the upfront cost of the pass. The definition of low income isannual income below $36,800 or 200% if the federal poverty level for a family of four. To qualify for Section 8rental assistance in San Mateo County, a family of three must earn below $51,000. The 2000 US Census showsthat East Palo Alto has the lowest per capita income ($13,774) in San Mateo County, the lowest median income($45,006) and the lowest median family income ($44,342). In 1991, about one in five East Palo residents receivedsome form of aid from the Human Services Agency.

Implementation RequirementsLead Agencies: The City of East Palo Alto, the San Mateo County Human Services Agency (HSA), and SamTrans.

Potential Roles and Partnerships:The City of East Palo Alto and HAS could partner with SamTrans to develop and administer the Subsidized TransitPass Program. Responsibilities would be assigned depending on the scope of the program.

FinancialPotential Funding Sources:To ensure equity for low-income individuals in other parts of the county, SamTrans will not discount monthlypasses just the East Palo residents. Potential funding sources are Low-Income Flexible Transportation (LIFT)funds; Community Development Block Grants; C/CAG Local Transportation Support program; private foundationsand service clubs; and the City of East Palo Alto.

Preliminary Cost Estimate:The cost of the program will depend on the amount of subsidy and the number of participants. A demonstrationproject could cap the number of monthly participants. For example, if monthly $40 adult monthly passes wereoffered at $17, similar to Canada College, and the program was capped at 100 residents per month initially, theannual cost would be $27,600, exclusive of administration costs.

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Strategy #5: Provide Demand Response Transit Service

Transportation Needs Addressed:Provide feeder service to existing bus and shuttle services (particularly at night).Enhance off-peak (weekend and late night) transportation services, both connecting to existingtransportation services as well as to primary destinations.Increase coordination between transportation systems and services, both public and private.Enhance community health and safety through transportation improvements.

Project Description:A demand response transportation service could provide more direct transportation service for East Palo Altoresidents by reducing the need for existing transit riders to walk long distances to a bus stop or by providing a ridedirectly to their destination. Providing the service during off-peak periods, such as nights and/or weekends, wouldmeet four stated needs. Shuttles or taxis could be used to provide the service, and the service could be structuredpartially as a fixed-ride system. However, many taxi companies will not provide service to East Palo Alto and onlyone taxi company currently holds a license with the city. Strong promotion of the program will be integral to itssuccess.

Potential Transportation and Community ImpactsEast Palo Alto’s suburban setting makes it difficult for fixed-route transit to provide the frequency and servicecoverage to serve riders’ desire for timely door-to-door trips. Demand responsive transportation service couldreduce overall trip time and accommodate trips that can not be serviced by fixed route bus or shuttle services.Importantly, providing this service at night would improve the safety of those who must walk to or from transitstops. It would increase transportation options for those who work late-swing or midnight shifts.

Implementation RequirementsLead Agencies: City of East Palo Alto. This program could be administered by the city, similar to the shuttleprogram.

Potential Roles and Partnerships:There may be an opportunity to partner with some community-based organizations and private organizations thatcurrently provide private transportation to their patrons. It may be possible to partner with one of theseorganizations to help provide funding for the program (i.e. the local funding match) or to help promote theprogram.

FinancialPotential Funding Sources:Job-Access Reverse Commute (JARC) federal earmark; C/CAG Local Transportation Services program or LocalTransportation Support program; regional Transportation Fund for Clean Air program (TFCA); Low-IncomeFlexible Transportation (LIFT).

Preliminary Cost Estimate: A demand response shuttle service would cost approximately $60 per hour; thecosts are higher than a shuttle service due to the dispatching component. Covering only critical off-peak hours (8PM to 1 AM) on weekdays would cost approximately $75,000 annually. Adding off-peak service would cost anadditional $50,000 annually for weekends. Providing off-peak service for weekday and weekend off-peak hourswould cost $375,000 over a three year period. The program should also be supported by at least $5,000 formarketing the service. Taxi service could be subsidized on a trip basis; the city would need to determine eligibletrips and the proportion of the trip cost that would be subsidized.

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Strategy #6: Provide More Bus Pass Vendor Outlets

Transportation Needs Addressed:Increase public awareness about transportation options.Improve affordability of transportation services.

Project Description:Additional bus pass vendor outlets in East Palo Alto would increase the convenience of purchasingmonthly SamTrans passes. Currently there is only one bus pass vendor outlet in the city. Thistransportation improvement would seek to add at least one additional outlet in a safe, central location.City Hall was suggested as a possible location for the outlet, perhaps in the Library or revenuecollections for the Water District.

Potential Transportation and Community ImpactsMonthly passes offer substantial savings for frequent bus riders. Large supermarkets typically selltransit passes, however East Palo Alto does not have a supermarket and a pharmacy is the onlyvending Outlet. Providing additional bus pass vendor outlets would increase the convenience ofacquiring a monthly pass by providing another location and perhaps different hours of availability.

Implementation RequirementsLead Agencies: SamTrans and the City of East Palo Alto

Potential Roles and Partnerships:SamTrans will look to the City of East Palo Alto to help identify and secure an agreement with a suitablefacility to serve as a bus pass vendor outlet. The East Palo Alto Chamber of Commerce is anotherpotential partner to identify potential pass sales outlets.

FinancialPotential Funding Sources:SamTrans operating funds; C/CAG Local Transportation Support program.

Preliminary Cost Estimate:The cost of setting up a bus pass vendor outlet is minimal and is already budgeted into SamTrans’annual operating costs as part of its vendor pass program. Vendor outlets earn 3% of the pass sales tohelp them defray the costs for administering the program.

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Strategy #7: Provide Transportation System Management (TSM)Coordinator

Transportation Needs Addressed:Increase public awareness about transportation options.Increase coordination between transportation systems and services, both public and private.

Project Description:A TSM coordinator could conduct many duties and services not currently provided by other existing citystaff, SamTrans, or the Peninsula Congestion Relief Alliance. Some examples of duties that TSMCoordinators in neighboring jurisdictions have include: developing and administering shuttle programs;administering transportation subsidy programs; disseminating transportation information such asschedules and route and schedule changes; promoting commute alternative transportation options withlocal businesses; reviewing development applications for Transportation Demand Management (TDM)measures; representing the city in transportation-related meetings; providing public transit tours forseniors to familiarize them with transit; and writing grants and implementing transportation-relatedimprovements.

Potential Transportation and Community ImpactsA TSM Coordinator could be the focal point for promoting, improving and coordinating transportationservices that are available to East Palo Alto residents and employees. A TSM coordinator could also actas a liaison to outside agencies, acting as a transportation advocate on behalf of the City.

Implementation RequirementsLead Agency: City of East Palo Alto

Potential Roles and Partnerships:The City of East Palo Alto may be able to partner with a neighboring city, such as Menlo Park or PaloAlto, to share a TSM coordinator or hire an additional TSM coordinator. As the countywide TSM agency,the Peninsula Traffic Congestion Relief will be an important resource and partner for city based TSMefforts.

FinancialPotential Funding Sources:City of East Palo Alto general funds; Low Income Flexible Transportation (LIFT); C/CAG LocalTransportation Support program; Job-Access Reverse Commute (JARC) federal earmark.

Preliminary Cost Estimate:The cost of hiring a full time TSM Coordinator, including benefits, would be approximately $64,000annually. A half-time employee would be approximately $25,000 annually.

Page 48: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Strategy #8: Enhanced Transit Information in Spanish

Transportation Need Addressed:Increase public awareness about transportation options.

Project Description:Individual SamTrans route maps would be provided in Spanish to augment the system map and generalinformation guide that are currently provided in Spanish. Local shuttle maps and schedules should alsobe published in Spanish. The program could include outreach efforts targeting Spanish speakers toinform them about existing and future transportation services.

Potential Transportation and Community ImpactsProviding additional transportation information in Spanish and English will increase awareness aboutpublic transportation and generate additional ridership. According to the US Census 2000, almost 60%of East Palo Alto’s residents are Hispanic and Latino. Over 54% of the population in East Palo Altospeaks Spanish at home, and over 40% of the population over 5 years old speaks English “less thanwell.”

Implementation RequirementsLead Agencies: SamTrans (fixed route transit) and the City of East Palo Alto (shuttles)

Potential Roles and Partnerships:It may be possible to secure translation assistance from some Community Based Organizations (CBOs)that serve the Hispanic / Latino community. It may also be possible to partner with CBOs to hold focusgroups from time to time with Spanish speakers to assess what materials would be most helpful tothose riding transit.

FinancialPotential Funding Sources:Job-Access Reverse Commute (JARC) federal earmark; Transportation Fund for Clean Air (TFCA); C/CAGLocal Transportation Support program; City of East Palo Alto general funds; SamTrans operating funds.

Preliminary Cost Estimate:The cost of translating and producing timetables for routes serving East Palo Alto would costapproximately $500 per piece. Other brochures and materials, such as community shuttle timetables,would cost approximately the same amount. It would cost approximately $600 annually to print thetimetables in Spanish for each route, with the exception of Route 397, which would cost approximately$1,000 per year. Making translators available at public meetings and outreach events costsapproximately $100 per hour for a minimum of two hours. It would cost approximately $9,000annually to translate and print all the schedules for bus and shuttle routes that serve East Palo Alto, aswell as pay for a translator for one public meeting per year.

Page 49: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Strategy#9: Implement a Transit Oriented Development (TOD)Program

Transportation Need Addressed:Improve connections between land use and transit.

Project Description:A Transit Oriented Development (TOD) program would encourage the adoption of policies that favornew and redevelopment projects that support transit use. These policies would provide incentives formixed use development, incorporating transit friendly improvements in projects, sponsoringimprovements to the local transportation system (e.g. lower parking requirements or increased FloorArea Ratios), and provide funds to support local transit service or the use of transit by employees. TODpolicies would likely need to be incorporated into the East Palo Alto General Plan.

Potential Transportation and Community ImpactsOver the past 10 years, substantial portions of East Palo Alto have been redeveloped or have beenrezoned for development. Numerous major developments have been completed or are in variousstages of development. At the same time, the city experiences significant traffic congestion duringpeak hours due to cut-through traffic between Dumbarton Bridge and Highway 101. A TOD programhas the ability to stimulate development that is conducive to transit, thereby encouraging the use oftransit, walking, and cycling as modes and reducing the impact of development on the existingtransportation network.

Implementation RequirementsLead Agency: City of East Palo Alto

Potential Roles and Partnerships:The City of East Palo Alto may be able to partner with financial institutions, developers, transitagencies, neighborhood groups, the San Mateo City/County Association of Governments (the county’sCongestion Management Agency), and Community Based Organizations to help develop TOD policies.

FinancialPotential Funding Sources:City of East Palo Alto general funds (to support policy development); Transportation for LivableCommunities (TLC) and Housing Improvement Program (HIP) funds are available for construction ofTOD projects. Community Development Block Grants (CDBG) are a source of federal funding for localurban renewal in low-income communities and could be used to construct approved Transit OrientedDevelopments. C/CAG Local Transportation Support program funds could be used to help coveradministrative costs associated with this strategy.

Preliminary Cost Estimate:The cost would likely be minimal but the work task would need to be added to the workplan of existingCity employees.

Page 50: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Strategy #10: Develop a Transit Center in East Palo Alto

Transportation Needs Addressed:Improve connection between land use and transit.Enhance community health and safety through transportation improvements.Improve bus and shuttle stops to make it easier and safer for people to use transit.Increase coordination between transportation systems and services, both public and private.

Project Description:A transit center would provide a central location in East Palo Alto where transit users could transferbetween transportation modes in a safe environment. Necessary features of a transit center wouldinclude: a circulation plan that would allow buses, shuttles, and taxis to enter and exit the site safely;two or three bus bays to facilitate loading and unloading of passengers; and adequate shelter andamenities for patrons who are waiting to transfer.

Potential Transportation and Community ImpactsProviding a central location for transportation services in East Palo Alto would improve the connectivitybetween modes of transportation (fixed route, shuttles, taxis, school buses, and bikes). By providing asafe, comfortable gathering place to wait for a bus, a shuttle or a taxi, the transit center wouldstimulate transit use by improving riders’ feelings of safety and comfort. The transit center would bean ideal location to disseminate transportation and other community information to residents.

Implementation RequirementsLead Agency: City of East Palo Alto

Potential Roles and Partnerships:SamTrans could partner with the City of East Palo Alto and the developer of a potential site to provide atransit center.

FinancialPotential Funding Sources:Transportation for Livable Communities (TLC) and Housing Improvement Program (HIP) grants wouldbe ideal funding sources for planning and/or construction of a transit center. Community DevelopmentBlock Grant (CDBG) funds may also be used for this project, as it would enhance low-income workers’transportation experience and access to jobs. The Job-Access Reverse Commute (JARC) federalearmark funds could be applied to this project. C/CAG’s Local Transportation Support program couldprovide a small infusion of funds for tasks related to this strategy.

Preliminary Cost Estimate:The cost of a transit center would vary depending on the size of the facility and its amenities. If thefacility was incorporated into a planned development (for example, a supermarket site) the cost couldbe substantially reduced and the match could possibly be provided by the developer. It would costapproximately $450,000 to provide shelters with lighting, seating, closed-circuit television cameras,and real-time information displays; driveway and minimal parking spaces; three concrete bus bays.

Page 51: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Strategy #11: Relocate School Bus Stops

Transportation Needs Addressed:Enhance community health and safety through transportation improvements.Improve bus and shuttle stops to make it easier and safer for people to use transit.

Project Description:Existing school bus stops on major thoroughfares would be assessed to determine if shifting stops tolower-volume side streets would create a safer environment for school children.

Potential Transportation and Community ImpactsThe Ravenswood School District transports approximately 3,500 students each school day or about70% of kindergarten through eighth grade students. Community members expressed concern aboutchildren being picked up and dropped off by school buses on major thoroughfares such as Bay Roadand University Avenue. This sometimes leads to school children crossing the street in an unsafemanner. Moving existing school bus stop locations to more appropriate locations and side streetswould enhance the safety of school children riding the bus.

Implementation RequirementsLead Agency: Ravenswood Unified School District

Potential Roles and Partnerships:Ravenswood Unified School District could partner with the City of East Palo Alto to improve drop-offlocations and crosswalks adjacent to school bus stops.

FinancialPotential Funding Sources:Ravenswood school district could experience increased operating costs associated with rerouting schoolbuses. Improvements to the bus stop location would likely have to be paid for by the City of East PaloAlto through general funds, C/CAG’s Local Transportation Support program, or through a Safe Routesto School grant.

Preliminary Cost Estimate:The cost of rerouting the school buses would likely be minimal. The cost of improving school bus stopswould vary depending on the improvement. Some likely improvements for side streets may includesidewalks (approximately $15 per linear foot) or SIMME seats (pole with seating: $400 to $800 each).

Page 52: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Strategy #12: Extend SamTrans Bus Routes and Hours

Transportation Needs Addressed:Enhance transportation systems to make travel easier to primary destinations.Enhance off-peak (weekend and late night) transportation services, both connecting to existingtransportation as well as to primary destinations.

Project Description:Improvements to SamTrans fixed route transit service were recommended that would extend servicecoverage into neighborhoods and extend hours of service. Extending service coverage in theneighborhood east of University Avenue is of particular interest. Extending SamTrans Routes 297/397into residential neighborhood in the off-peak period or extending the hours of Route 296 would increasedirect service available to residents in those neighborhoods.

This project would ideally be undertaken following the comprehensive transit study described inStrategy #2 (Improve the Scheduling and Connectivity of Transit Services).

Potential Transportation and Community ImpactsExtending SamTrans Routes 297/397 into the neighborhoods or extending the hours of Route 296would provide more direct service to neighborhood residents. However, deviating the routes into theneighborhood would increase overall trip time for passengers and could potentially have a negativeeffect on ridership.

Implementation RequirementsLead Agencies: SamTrans

Potential Roles and Partnerships:None

FinancialPotential Funding Sources:Job-Access Reverse Commute (JARC) federal earmark; developer transportation impact fees; C/CAGLocal Transportation Support program; SamTrans operating funds.

Preliminary Cost Estimate:Deviating Route 297’s eight scheduled runs into the neighborhood east of University Ave. (similar toRoute 296) would cost approximately $10,000 per year. It would also add three minutes to theexisting trip time of 35 minutes (8% increase). Certain stops on University Avenue would also no longer be served and this could impact existing ridership. Deviating Route 397 as described abovewould cost approximately $14,000 for the seven scheduled runs. It would also add three minutes tothe existing trip time of 2 hours and five minutes. Extending the hours of Route 296 until midnightwould cost approximately $51,850 assuming that the additional service would be handled by anovertime bus operator.

Page 53: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Strategy #13: Provide Community Shuttle Service at Night

Transportation Needs Addressed:Provide feeder service to existing bus and shuttle services (particularly at night).Enhance off-peak (weekend and late night) transportation services, both connecting to existingtransportation services as well as to primary destinations.Enhance transportation systems to make travel easier to primary destinations.

Project Description:Providing a community shuttle at night would augment existing community shuttle operations and fixed routeservice. SamTrans fixed route service stops running on routes through the neighborhoods at around 10 PM andthe late night service on Routes 297/397 stays on the main thoroughfares. Riders wishing to use Routes 297/397have to find some means to get to or from the main thoroughfares to catch the bus. A shuttle that runs throughthe neighborhoods could pick up passengers and drop them off at designated transit stops. The shuttle servicecould also be structured as a hybrid fixed-route and demand response service.

Potential Transportation and Community ImpactsProviding nighttime shuttle service in East Palo Alto would help residents connect with mainline transportationservices. This would shorten the walk at night, as well as door-to door travel times for riders using the service lateat night. Providing this service at night would improve safety and provide a transit option for individuals workinglate-swing or midnight shifts.

Implementation RequirementsLead Agency: City of East Palo Alto

Potential Roles and Partnerships:There may be an opportunity to partner with some community-based organizations (CBOs) and privateorganizations that currently provide private transportation to their patrons. It may be possible to secure somefunding from one of these organizations or help in promoting the program. It may also be possible to partner witha neighboring community or local employer that provides existing shuttle service to extend the hours and route ofservice. SamTrans could administer the program as part of its shuttle program, provided that outside funding issecured to cover any additional expenses for monitoring a nighttime program.

FinancialPotential Funding Sources:Job-Access Reverse Commute (JARC) federal earmark; C/CAG’s Local Transportation Services program or LocalTransportation Support program; regional Transportation Fund for Clean Air (TFCA) funds; Low-Income FlexibleTransportation (LIFT); development transportation impact fees.

Preliminary Cost Estimate:The current cost for shuttle service ranges from approximately $45 per hour to $55 per hour depending on thenumber of hours that the shuttle service is operating. If a new shuttle service were to operate for 8 hours eachweekday (10 PM to 6 AM) for 255 service days per year, it would cost approximately $100,000 annually to run theservice. If the service focused on a time period when frequency is not as high on fixed route transit (8 PM to12 AM), the cost would be approximately $50,000 per year.

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Page 55: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Chapter 5 – Action Plan

Chapter 5 – Action Plan

The success of this Community Based Transportation Plan will depend onmoving forward with timely implementation of the recommended strategiesto close transportation gaps. This chapter lays out a plan of action to establish an implementation process and timeline, secure commitments bylead agencies and project partners, and pursue required funding.

Implementation Process and Stakeholder Commitment

The planning process was crafted to ensure appropriate agencies wererepresented and actively involved, and members of the community and CBOswere afforded opportunities to provide in-depth input. The implementationprocess will require continued commitment by the City of East Palo Alto andthe advisory committees to the City Council, C/CAG, MTC, SamTrans, andother stakeholder agencies serving East Palo Alto.

The East Palo Alto City Council may choose to staff and request participationon a Plan Implementation Committee (PIC) by stakeholder agencies andcommunity leaders. The PIC members could be requested to meet bi-monthly and dedicate agency resources to lead and support implementationof the strategies. The PIC could also determine how best to monitor andmeasure the success of projects and how to sustain successful projects. TheEast Palo Alto City Council, Transportation Advisory Committee and otheragency stakeholders should be updated quarterly on implementation effortsand included appropriately in project implementation.

Recommended Transportation Strategies

The thirteen recommended transportation strategies detailed in Chapter 4are summarized in Table 5-1. The strategies are grouped based on theCommittee’s assessment as to likely implementation in the short-term(within two years), mid-term (two to five years) or long-term (beyond fiveyears). Recommended lead agencies and partners are shown for eachstrategy. Detailed information on the potential funding sources listed isprovided in Appendix D.

The short term program of projects includes eight of the thirteen strategies.Four low cost strategies would improve the ease and utilization of existingtransit services: improving scheduling and connectivity, subsidizing monthlySamTrans passes, providing more bus pass vendor outlets, and producingenhanced transit information in Spanish.

Two new transit services are recommended – demand response service andnighttime shuttle service – and might be combined to provide the strongest

5-1East Palo Alto Community-Based Transportation Plan

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Chapter 5 – Action Plan

service characteristics of both types of service and as an opportunity to savemoney for other programs. Such a service could operate on a fixed route forpart of the service time and could operate as an on-demand transit servicewhen ridership is generally low. Some programs take reservations for door-to-door service. The S.C.O.O.T. shuttle program in San Carlos is an exampleof a shuttle-route that operates both a fixed route and reservation system.Combining the solutions could also allow for increased frequencies during theoff-peak hours by providing two shuttles instead of just one.

A TSM Coordinator or other dedicated staff from the city is important to thesuccessful planning and implementation of the strategies. The TSMCoordinator could work with SamTrans staff on the study to improve thescheduling and connectivity of existing services, establish additional bus passvendor outlets and produce and disseminate transit information in Spanish.The TSM Coordinator could also administer the transit pass subsidy program,write grants for funding, administer existing and proposed local shuttles,develop the TOD Program, work with the school district to relocate schoolbus stops, and participate in planning for the bus transfer sites and bustransit center.

The Stakeholder Committee designated three strategies for likelyimplementation in the medium term or within two to five years. Increasingfrequency and extending SamTrans bus routes are costly strategies. Asrequired under the Community-Based Transportation Program Guidelines,these strategies should be considered as part of the development of the nextSamTrans Short Range Transit Plan. Development of the transit transfer siteswill likely require at least two years due to potential issues with propertyeasements and the time required for design, procurement and construction.

Development of a transit center in East Palo Alto has been discussed formany years. This longer term project will require a collaborative communityplanning process with the participation of SamTrans and securing capitalfunding. The estimated cost of $450,000 assumes the transit center wouldbe incorporated into a planned development (for example, a supermarketsite). The cost would be considerably higher if land acquisition is required.

5-2East Palo Alto Community-Based Transportation Plan

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Page 59: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 60: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Chapter 5 – Action Plan

Recommendations for Use of Job Access ReverseCommute (JARC) Funds

In 2003, the City of East Palo Alto received a congressionally directed JobAccess Reverse Commute (JARC) grant for $700,000. JARC is a nationalgrant program, administered by the Federal Transit Administration (FTA),with the purpose of filling gaps in employment transportation. Its primarybeneficiaries are low-income families.

The JARC funds provide an opportunity to jump start implementation of EastPalo Alto’s Community Based Transportation Plan strategies. JARC fundsmust be programmed for expenditure by the end of FY05 (September 2005).Projects require a 50% local match and are eligible for both capital andoperating costs.

Table 5-2 shows the eight recommended transportation strategies that arelikely to be eligible for JARC funding and estimated costs. The costs assumeprojects, other than for infrastructure, would be funded for a period of threeyears.

Strategy #1: Provide Enhanced Transit Transfer SitesSolution #3: Increase the Frequency of Transit ServiceSolution #5: Provide Demand Response Transit ServiceSolution #7: Provide Transportation System Management (TSM)

CoordinatorSolution #8: Provide Enhanced Transit Information in SpanishSolution #10: Develop a Transit Center in East Palo AltoSolution #12: Extend SamTrans Bus Routes and HoursSolution #13: Provide Community Shuttle Service at Night

5-6East Palo Alto Community-Based Transportation Plan

Page 61: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 62: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

Chapter 5 – Action Plan

Table 5-3 below shows one example of how the city might apply the JARC fundsto begin implementation of the recommended strategies.

Total Cost JARCTransit Transfer Sites

Construct 4 Sites $60,000 $30,000

Maintain for 3 years $15,000 $7,500

TSM Coordinator (3 years) $256,000 $128,000

Enhanced Transit Information in Spanish (5 years) $45,000 $22,500

Transit/Shuttle Services (3 years) $550,000 $275,000

Transit Center $450,000 $225,000

Total $1,376,000 $688,000

Example of Potential JARC Funding ScenarioTable 5-3

The City of East Palo Alto can submit a program of projects to be funded withJARC funds to the Federal Transit Administration (FTA) through SamTrans. Toexpedite project implementation, one strategy would be for the City to committo the matching funds while it pursues discretionary funding sources. Of course,the City must be prepared to provide the matching funds if a project advancesand discretionary sources do not materialize.

Next Steps

Table 5-4 shows suggested next steps for consideration by the StakeholderCommittee.

5-8East Palo Alto Community-Based Transportation Plan

Page 63: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 64: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 65: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 66: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 67: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 125: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 126: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 127: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 128: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 129: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 130: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 131: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
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Page 163: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 164: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 167: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 168: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 169: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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Page 170: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 171: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,
Page 172: EastPaloAltoCBTPFinal East Palo Alto 2004.pdf · miles of land lie between U.S. Highway 101 to the west and the San Francisco Bay on the city’s eastern edge. The Dumbarton Bridge,

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