Appendix B

Palo Alto Station While the baggage building was undergoing repairs in 2004, the bicycle parking operations were suspended. When they resumed in 2007, the facility was reborn as Key features a self‐service/automated Bikestation4. Since that time, is in downtown Palo Alto, and also all users have been required to become Bikestation serves . members and to pay for using the facility. There are plans to resume retail operations and staffed hours in 2009 once station platform reconstruction is complete. Recent station history A project to improve the Palo Alto station’s platforms Station plans and pedestrian underpasses was underway as this plan went to press. This project makes the existing The 2003 Palo Alto Bicycle Plan calls for a new northernmost pedestrian underpass ADA‐compliant, bicycle/pedestrian undercrossing under the improves lighting and replaces existing platforms with tracks at Everett Avenue, which will connect Quarry longer platforms. Construction is expected to be Road (at the north end of the Stanford campus) with complete in 2009. The Transit Center adjoining the the Bryant Street bicycle boulevard and the Caltrain station was renovated in 2005 to accommodate ten bus station. The Plan also calls for upgrading University and shuttle lines. Avenue between El Camino Real and Middlefield Road to a shared arterial roadway, including bike route Between 1999 and 2004, an attended bicycle parking signs. facility was established in the Palo Alto station’s former baggage building. It was staffed by a local bicycle The City of Palo Alto is conducting technical studies of shop, which provided valet bicycle parking at no a Palo Alto Intermodal Transit Center at University charge. Bicycle repairs, rentals and retail sales were Ave, to reconfigure the station (rail tracks and bus also offered at this facility. Operations were initially bays) and University Avenue access. It also includes subsidized by grants through various public agencies. consideration of a bicycle/pedestrian undercrossing of the Caltrain tracks near Alma and Everett. Intensive The City of Palo Alto completed the Homer Avenue land use development is planned adjacent to the Undercrossing in 2005, which provides a station. bicycle/pedestrian connection under the Caltrain tracks between downtown Palo Alto and the Palo Alto Medical Foundation (south of the Palo Alto Caltrain station). It also connects to the Embarcadero bike path 4 that runs parallel to the Caltrain tracks. Bikestation is a not‐for‐profit organization that offers secure bicycle parking and related services at the Palo Alto Caltrain station, various BART stations and other west coast locations.

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The Palo Alto Caltrain station is one of the regional hub Alma Street—which has no bicycle lanes or shoulder— stations identified in MTC’s Transit Connectivity Plan. runs along the north edge of the Palo Alto station (“east” of the northbound platform) and east (“south”) Table B-7: Bicycle profile Palo Alto station of the station, traffic speeds and volumes are high, making it daunting for most cyclists. The sidewalk in Total rack spaces 61 this area is designated as a “Sidewalk Bike Path.” Occupied rack spaces 55 Cyclists riding from downtown (north and east of the Total locker spaces 96 station) destined for southbound trains must either ride along the University Avenue undercrossing of the Rented lockers 92 tracks (narrow, with no shoulders or bicycle lanes) or Other bike parking 96 must walk their bikes on one of the three pedestrian Other bike parking occupancy 11 undercrossings. AM passenger boardings, northbound (NB) 656 AM passenger boardings, southbound (SB) 166 The Embarcadero path leads from the southern end of the southbound platform to the Palo Alto Medical AM passenger boardings with bikes, NB 42 Foundation, the Town and Country shopping center, AM passenger boardings with bikes, SB 22 and , and extends north to El Observed bumps (number, time, direction) 8, PM, NB Camino Park, ending on Alma Street between El Camino Real and Palo Alto Avenue. Through the Bicyclist data Caltrain station, the path becomes an on‐street facility on Mitchell and Urban lanes, which takes cyclists The City of Palo Alto has the highest concentration of through a mix of bus/shuttle traffic, without the benefit daily bicycle trips of any city through which Caltrain of way‐finding signage. travels.5 Bicycle parking Bicycle access to station The Palo Alto station has the most bicycle racks of any In Palo Alto, bicyclists are permitted to ride on in the Caltrain system. There are also lockers and a sidewalks, with the exception of the downtown and shared access/self serve Bikestation. where posted otherwise. Palo Alto has several designated “Sidewalk Bike Paths” which include Alma Bikestation Street. Palo Alto’s second generation 96‐spot Bikestation is

operated by Bikestation.org. It is shared access,

currently unstaffed, and only paid/registered users can 5 U.S. Census 2000, Journey‐to‐Work and Metropolitan Transportation Commission, Bay Area Travel Survey use the facility. It has relatively low usage, in part due (2000). to price: it is the most expensive bike parking in the

Caltrain Bicycle Parking and Access Plan | 77 Appendix B

Caltrain system, with costs ranging from $1 per day to also heavily used, due to the high proportion of cyclists $96 per year. (The previous incarnation of the Palo Alto using this station, as well as the racks being convenient Bikestation was staffed and offered complimentary and very visible to passers‐by. There are also many parking.) abandoned bikes congesting the racks.

Bikestation signage next to the door provides incorrect The bicycle racks adjacent to the east parking lot near information regarding available services and an old Alma and Lytton are inappropriately installed in dirt, sign is still posted at the entrance to the previous which makes for an unstable and, at times, muddy bicycle station. The operator’s plans for renting and surface. Abandoned bicycles parked in racks repairing bikes are on hold, pending completion of the contribute to crowded platform platform/ramp construction project. Other fixtures and abandoned bicycles conditions Palo Alto station has the most bicycle rack spaces of all On the southbound platform, there are two “BikeLids,” stations systemwide; the greatest number of bikes which were installed by the previous bicycle station locked to signposts, fences, and other non‐sanctioned operator to provide access to bikes left after hours. fixtures; and the largest number of abandoned bikes. Both BikeLids are currently monopolized by This extremely congested bicycle parking environment individuals. indicates a critical need to remove abandoned bikes from racks and other fixtures to make way for Bicycle lockers legitimate bicycle parkers and to reduce the impression There are 44 double‐decker lockers at the south end of that bicycle parking at this station is not secure. the southbound platform; however after platform reconstruction only 40 lockers will be reinstalled in this Bicycle access to platforms location. Mini‐highs (to facilitate boarding Bombardier trains) There are also 52 lockers that were installed in the are located on both platforms at this station. Alma Street parking lot on a “temporary” basis after the closure of the previous bicycle station. Relatively easy access to the north end of the northbound platform is from Lytton Avenue/Alma There are four electronic day‐use lockers in the Street, through the station’s east parking lot. High/Alma South public parking garage, across the street from the station, that are operated by the City of Access to the southbound platform from the north/west Palo Alto. is via Mitchell Lane and an ADA ramp that leads to the breezeway where the bicycle station is located, near the Bicycle racks north end of the platform. The north end of the Double decker bicycle lockers There are plenty of bicycle racks on both platforms, southbound platform is congested with a mini‐high, including inverted‐Us and lightning‐bolts. They are trees, sign‐ and light‐posts and bicycle racks.

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Trees, signposts, bicycle racks and a wheelchair ramp Multi-agency responsibility create a chokepoint at the south end of the southbound • Work with VTA, the City of Palo Alto, and Stanford platform. Bicyclists accessing the southbound platform University to provide maps, information and way‐ from the southwest conflict with Stanford University finding signage based on MTC regional hub way‐ Marguerite passengers/shuttles. finding signage guidelines. These materials should include directions to the Embarcadero path, the There are three pedestrian undercrossings, all of which adjacent Transit Center, Marguerite shuttles, have ramps. One of these is being reconstructed by downtown Palo Alto, Palo Alto Medical Caltrain to meet ADA standards, but will not be Foundation, Palo Alto High School, and Stanford widened. The other two are along University Avenue, University. under the City of Palo Alto’s purview. They are all • Encourage the City of Palo Alto to improve bicycle relatively narrow, particularly while walking a bicycle. access on Alma Street and University Avenue in the vicinity of the station. Recommendations • Work with the Bikestation operator to post current and correct information. Near-term Caltrain responsibility • Work with the Bikestation operator to market and • Retain 52 lockers in the Alma street parking lot. promote bike parking/usage of the facility. • Upgrade 65 keyed lockers to electronic lockers. • Relocate two bicycle rack spaces to a location available for bumped bicycles on the northbound platform. (There are existing racks close to the north end of the southbound platform.) See following pages for illustrations of issues • Ensure that Palo Alto station is the top priority in and recommendations efforts to remove abandoned bicycles from bike racks, and do so frequently. • Provide maps and information on each platform regarding bike parking at the station. • Use station construction project as an opportunity to consider location of signposts and light standards in the context of mini‐highs and bicycle racks on north end of southbound platform.

Caltrain Bicycle Parking and Access Plan | 79 Appendix B

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Caltrain Bicycle Parking and Access Plan | 81 Appendix B

Mountain View Station Table B-8: Bicycle profile Mountain View station

Key features Total rack spaces 25 Occupied rack spaces 29 The Mountain View station serves as the transfer point Total locker spaces 116 to VTA light rail. The station is bounded by Central Expressway, Evelyn Street and Castro Street, which is Rented lockers 91 the center of activity in the downtown. Other bike parking 52 Other bike parking occupancy 25 Recent station history AM passenger boardings, northbound (NB) 1,109 AM passenger boardings, southbound (SB) 105 In 2002, the City of Mountain View rebuilt the station building, including a shared‐access bike shed. AM passenger boardings with bikes, NB 75 AM passenger boardings with bikes, SB 10 Station plans Observed bumps (number, time, direction) 1, PM, NB

This is one of the regional hub stations identified in Cycling on Hope, View and Bush streets to get to the MTC’s Transit Connectivity Plan. station is also problematic. Hope Street terminates at Evelyn Street at the center of the station bus Bicyclist data turnaround, with a signalized crosswalk. The traffic More passengers bring their bicycles onboard at the signal at this intersection is demand‐responsive based Mountain View station than any other station but San on video detection, but does not operate efficiently and Francisco. causes excessive delays. View Street leads directly into the Caltrain parking lot, but is controlled by a two‐way stop sign, which makes crossing Evelyn Street difficult Bicycle access to station during peak hours. Cyclists and motorists traveling to It is prohibited to ride bicycles on sidewalks in the station on northbound Bush Street are greeted with downtown Mountain View. Access by bike is a median and fence at the station parking lot. challenging coming from the north and west. Vehicles coming from the east via Moffett Boulevard/Castro Bicycle parking Street are not permitted to turn left onto Evelyn Avenue. There are bicycle lanes on Evelyn Avenue Mountain View station is home to various bicycle Parking lot fence at end of Bush Street that end east of the Hope Street crosswalk. parking options:

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Bicycle storage shed Recommendations The City of Mountain View administers a shared‐use bicycle shed in the station building, located about 200 Near-term Caltrain responsibility feet from the Caltrain platforms. The shed holds 52 • Convert 87 existing keyed bicycle lockers to bikes, and is accessed by registered users with electronic lockers. individual number codes. On average, the facility is • Relocate two bicycle rack spaces to be available for half‐full. The City has installed closed‐circuit television bumped bikes on the southbound platform. to monitor the station, but the shed is still vulnerable to • Install bicycle racks in expansive pedestrian area by access without a code. the southeast end of the bus turnaround.

Bicycle lockers Long-term Caltrain responsibility There are 116 bicycle lockers located on the west side of • Consider moving ticket vending machines, ticket the station, between the southbound platform and the validators and shelter on northbound platform auto parking lot. farther east (or “south”) to alleviate bottleneck that forms around the location where the bike car stops. Bicycle racks There are 16 well‐used bike rack spots, in the form of Multi-agency responsibility ribbon racks and wide arch inverted U’s located • Encourage the City of Mountain View to bolster between the southbound platform and the parking lot. bicycle shed security. • Work with the City of Mountain View to improve There are also penny‐farthing‐bicycle‐shaped racks on traffic signal operations in the Hope/Evelyn/ bus the plaza by the station building. Cyclists report that turnaround. the tubing of the bicycle‐shaped racks is too thick to • Work with the City of Mountain View to investigate easily attach a U‐lock. the feasibility of striping bicycle lanes or sharrows on Evelyn Avenue between Hope and Castro. Bicycle access to platforms • Work with the City of Mountain View to create an The northbound platform is very narrow and can only opening in the parking lot fence at Bush Street and be accessed via the at‐grade crossings at the north and reconfigure the intersection of Evelyn Avenue and south ends of the southbound platform. Mini‐highs, Bush Street to allow bike/pedestrian access through Potential site for bicycle parking near two ticket vending machines, two validators and two the parking lot. The parking lot should also be bus turnaround shelters create a chokepoint at the north end of the reconfigured to accommodate bicycle circulation. northbound platform around which passengers with Note: auto parking at this station is extremely high, and without bicycles tend to congregate, thus making so modifications to the lot cannot result in a net loss access to the bicycle car challenging at times. of parking spaces. (Near‐term)

Caltrain Bicycle Parking and Access Plan | 83 Appendix B

• Work with the City of Mountain View to identify safe and convenient ways to allow cyclists to access the station from southbound Castro Street/Moffett Blvd. • Work with the City of Mountain View and VTA to improve way‐finding signage based on the MTC regional hub way‐finding guidelines.

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See following pages for illustrations of issues and recommendations

Caltrain Bicycle Parking and Access Plan | 85 Appendix B

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Caltrain Bicycle Parking and Access Plan | 87 Appendix B

Sunnyvale Station Bicyclist data As the station is at the southern end of the main Key features Caltrain corridor, most passengers (with and without bikes) board northbound trains the morning. serves downtown Sunnyvale, which is redeveloping with lively restaurants and a nightlife scene centered on nearby Murphy Avenue. Bicycle access to station Section 10.56.140 of the City of Sunnyvaleʹs zoning Recent station history ordinance states ʺAny individual regardless of age may ride a bicycle on a sidewalk if riding upon the adjacent A new station plaza and a large car‐parking structure street would place the cyclist in an unsafe situation.ʺ were opened in 2003. The garage also serves visitors to downtown Sunnyvale. The City of Sunnyvale recently installed bike lanes on Evelyn Avenue. There is a “Walk your bike” sign Station plans southbound on the Mathilda Avenue overcrossing leading to the station, but no corresponding sign for The 2006 Sunnyvale Bicycle Plan calls for striping bicycle cyclists traveling in the northbound direction when lanes on Hendy Avenue between Sunnyvale Avenue leaving the station. and Kifer Road and removing daytime parking on Sunnyvale Avenue between Maude Avenue and Caltrain provided an opening in the fence along the Arques Avenue or Evelyn Avenue to create bike lanes. northbound tracks for bike/pedestrian access to Hendy Avenue in response to user demand. This opening at Access to Hendy Avenue Table 4.9: Bicycle profile Sunnyvale station the south end of the northbound platform provides access to the neighborhoods east of the station, marked Total rack spaces 15 by a single bollard. Occupied rack spaces 14 Total locker spaces 75 Bicycle parking Rented lockers 41 AM passenger boardings, northbound (NB) 1,104 All bicycle parking is located on the southbound side of the station. There are 15 “lightning bolt”‐style AM passenger boardings, southbound (SB) 36 bicycle racks located near the garage and near the plaza AM passenger boardings with bikes, NB 48 that are well–used. AM passenger boardings with bikes, SB 1 Observed bumps (number, time, direction) 0 The station has 16 bring‐your‐lock day‐use lockers. “Lightning bolt” bicycle racks However, due to misuse and management concerns, Caltrain has padlocked them to preclude public use. In

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addition, there are 75 subscription lockers, of which 20 • Convert 16 existing bring‐your‐own lock day‐use are stacked on top of other lockers (double decked) lockers to electronic lockers. • Install two bike rack spaces to accommodate The City of Sunnyvale recently installed four electronic bumped bikes adjacent to the west (“north”) end of day‐use lockers, which function as casual lockers, but the northbound platform on concrete pads, like the whose nominal hourly fees discourages non‐bicycle one that currently accommodates a trash can and use. However, rental instructions are not posted. bench. • Consider installing more bike racks at north end of The station’s bicycle lockers are all located in an “alley” the drop‐off loop in the plaza south of the platforms. under a canopy between the tracks and the parking Conventional lockers structure. All lockers open on one side only. Some locker users (especially those with lockers at the far Long-term Caltrain responsibility end) have requested an opening at the end of the alley • To discourage platform riding by cyclists, pave in the fence that marks the station boundary, to be able service road adjacent to the northbound platform. to head east from the station without backtracking through the main station entrance at Frances Avenue. Multi-agency responsibility Some users also report that the “dead‐end” of the alley • Work with the City of Sunnyvale to shift electronic makes them feel less safe. The other side of this fence lockers over so all four can be used, and to post is private property. instructions and contact information. • Encourage City of Sunnyvale to install a “Walk your Bicycle access to platforms bike” sign northbound on the Mathilda Avenue overcrossing. Access to both platforms from either side of the tracks Electronic lockers brings most passengers, including those with bicycles, to the east (“south”) end of the platforms, where there is an at‐grade crossing. At the other end, near Mathilda Avenue, there is a small stairway and ADA See following pages for illustrations of issues ramp from the street level to the southbound platform. and recommendations There is an unpaved service road adjacent to the northbound platform.

Recommendations

Near-term Caltrain responsibility • Convert 62 existing keyed bicycle lockers to Unpaved service road electronic lockers.

Caltrain Bicycle Parking and Access Plan | 89 Appendix B

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Caltrain Bicycle Parking and Access Plan | 91 Appendix B

San Jose Diridon Station extended to San José, an underground rail station could be constructed adjacent to the existing Diridon station, south of West Santa Clara Street and east of the existing Key features Caltrain line. The building is a beautiful This is one of the regional hub stations identified in historic structure with a passenger waiting hall, a MTC’s Transit Connectivity Plan. gift/snack shop and restrooms. This is one of two stations in the Caltrain system staffed by station agents. In addition to Caltrain, the station is served by the Table 4.10: Bicycle profile San Jose station (), Altamont Commuter Total rack spaces 18 Express (ACE), and VTA light rail on an adjacent set of tracks. Although Caltrain provides limited service to Occupied rack spaces 7 Gilroy and points in between, the station effectively Total locker spaces 48 functions as the southern terminus for most service. Rented lockers 43 All Caltrain trains stops at this station. AM passenger boardings, northbound (NB) 1,128 AM passenger boardings, southbound (SB) 1 Recent station history AM passenger boardings with bikes, NB 62 VTA opened the Diridon light rail station adjacent to AM passenger boardings with bikes, SB 0 the heavy rail tracks in 2005. The light rail platforms Observed bumps (number, time, direction) 0 are west of the heavy rail platforms, accessible by a pedestrian tunnel. Bicyclist data There are new residential developments west of the Most all Caltrain passengers boarding at the San Jose station (south of Santa Clara Street). Diridon station are traveling in the northbound direction. Station plans The Caltrain 2015 plan proposes major improvements Bicycle access to station at the Diridon Station. Options include reconfiguring The City of San José does not prohibit sidewalk and adding new tracks; and adding two center bicycling. platforms. The San José Redevelopment Agency’s Diridon / Arena Strategic Development Plan lays out Most passengers, including cyclists, approach Diridon parameters for the future redevelopment of the Station from the east, although since VTA opened a neighborhood northeast of Diridon station, including light rail stop and redevelopment has begun west of access, land use, street network, etc. If BART is the station, the number of passengers accessing the

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station from the west is growing. The City of San José from the station plaza. There are 18 “coat hanger”‐ installed bicycle lanes and sharrows on San Fernando style bicycle rack parking spots and 48 subscription Street, the main route for cyclists between downtown bicycle lockers. Bicycles are sometimes locked to and Diridon station. (Sharrows are pavement fixtures near the main entrance and on the north side of markings along class III bike routes designed to alert the station building, where there is more pedestrian motorists to the presence of bicyclists and to indicate to traffic. bicyclists where they should ride to avoid the “door zone” adjacent to parked cars.) Depending on the time Bicycle access to platforms of day, Caltrain passengers who access the east side of the Diridon station by bike along San Fernando Street All Caltrain passengers have to go through the station must negotiate a great deal of bus traffic. building through wooden/glass doors. While these doors have ADA push button panels to open the doors Another popular route from the station to downtown on command, for passengers with bicycles, the buttons San José is to cross South Montgomery Street east of the are awkward to reach. station; however there are no crosswalks at this midblock location. Once across Montgomery, some Accessing the Diridon station platforms is confusing cyclists may choose to take the wide pathway adjacent for all passengers because the tunnel ramps to each to (but separated from) the light rail tracks, while platform from the main subterranean passageway are cyclists who prefer to ride in the street take San not labeled with the operator or destination of Fernando Street, although it is narrow. upcoming trains. These tunnel ramps are very narrow, particularly when passengers walking with bicycles are Once residential construction in the area is complete, present. the frontage road west of the tracks will allow direct travel from The Alameda to the light rail station. Mini‐highs (to facilitate boarding Bombardier trains) Cyclists coming from the west through Cahill Park are located on the platforms. The center‐boarding encounter a lack of curb cuts at Bush Street. There are platforms are narrowest at the tunnel ramps, three heavy, narrow gates that passengers must use to particularly in the vicinity of the mini‐highs. cross the VTA tracks, which are difficult to negotiate Passengers, particularly those alighting from the Informal bicycle parking north of while pushing a bicycle. northernmost cars, sometimes avoid the tunnel when station building the passenger gates to Platform 1 are open, by crossing the tracks at‐grade at the restricted‐access maintenance Bicycle parking crossing at the north end of the station. All bicycle parking at this station is located just south of the main station building, in a location that is hidden from view by the building and a low wall that separates the disabled passenger auto parking area

Caltrain Bicycle Parking and Access Plan | 93 Appendix B

Recommendations

Near-term Caltrain responsibility • Upgrade 35 existing keyed bicycle lockers to electronic lockers. • Replace outdated coat hanger racks with inverted‐ U’s. • Install some inverted U‐racks in a visible location, such as on the wide concrete walkway between the bus bays and the platforms, just north of the station building and/or on the existing east/west grassy strip on the east entrance to the station. If space permits, also install bicycle lockers in these areas.

Multi-agency responsibility • Work with the City of San José, VTA and other operators to provide way‐finding signage based on MTC regional hub way‐finding guidelines to help cyclists find bicycle parking at the station and to help all passengers find correct platforms/ destinations, as well as nearby destinations, such as downtown San José, the HP Pavilion, and the Guadalupe River Trail. Maps and signage should be installed • Encourage VTA to consider replacing the three narrow track‐crossing gates with two wider and lighter ones. • Work with VTA and the City of San José to identify appropriate locations for 22 new electronic bike lockers on the west side of the station. • Work with the City of San José to install a mid‐block crosswalk across South Montgomery Street. • Encourage VTA to train bus operators on how to operate safely on sharrow streets.

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See following pages for illustrations of issues and recommendations

Caltrain Bicycle Parking and Access Plan | 95 Appendix B

96 | Caltrain Bicycle Parking and Access Plan Station Details

Caltrain Bicycle Parking and Access Plan | 97