BPAC generally supported the staff recommendation on the framework as part of the City’s larger effort to
reduce vehicle miles traveled and requested emphasis on validated strategies and ensuring that the
framework incentivizes desirable transit-oriented development.
Stone appreciated that the draft framework builds off existing rules and metrics. He noted that he has
reviewed the CAPCOA report, including formulae for trip reduction. He highlighted that some of the most
effective trip reduction strategies include transit proximity, and asked staff to ensure that the ordinance does
not disincentivize transit-oriented development by incorporating transit-proximity into baseline ADT, resulting
in a more difficult targets for desirable developments.
Adamic expressed appreciation for mitigation strategies, but did not support the concept of burdening new
development with additional analysis, work and process requirements, while existing developments are
grandfathered in. She suggested policies to align incentives correctly so that the TDM Ordinance would not
be needed, such as a fee per person for building out transportation infrastructure, or a tax per parking space,
to incentivize implementation of transit and bike infrastructure. She noted the effectiveness of parking fees at
Stanford University.
Kuszmaul echoed concerns about cost burdens on new developments, and misalignment of incentives. For
example, he commented that development further from transit should not be rewarded with higher baseline
trip estimates that result in less effort to reduce trips by a certain amount. Likewise, developments in
transit-oriented areas with no parking minimums, should not be penalized by not allowing such strategies to
count toward trip reductions. Finally, he supported the use of a cost per trip penalty to ensure that penalties
scale with projects, and steeper fines apply for more egregious non-compliance.
Bonte appreciated standardization of TDM conditions of approval across the whole of Mountain View. He
expressed skepticism about self-reporting of compliance and favored automated methods such as 24/7
driveway cameras. He was also skeptical about strategies such as bike share, which did not seem practical
in Mountain View, and requested confirmation that services like Uber not be included as “rideshare”.
Barton expressed a preference for more solutions where people pay for externalities such as through priced
parking. He therefore suggested that the city consider pricing on- and off-street parking and limiting parking
supply. He expressed concern about TDM Plans providing a band aid for these issues and developers
circumventing good faith trip counts. He commented on the need for long-term culture change and noted the
effectiveness of Stanford’s TDM strategy based on a foundation of priced parking.
MOTION – Kuszmaul/Stone – 4/1/0 (Adamic opposed) - – BPAC supports staff continuing to develop the
recommended TDM framework as a part of the city’s continued effort to reduce vehicle trips and to
avoid unintended incentives to desirable development like transit-oriented development .
Vision Zero Outreach, Marketing, and Engagement, Project 20-99-Update
Gauss provided a presentation on the Vision Zero Marketing and Outreach efforts.
6.4
Committee comments:
Kuszmaul supported use of contingency for a campaign to discourage bike lane blocking and suggested that
this also address parking in the sidewalk. He also requested linkages such as following marketing
campaigns with PD enforcement, linking campaigns to infrastructure projects, and messaging new laws like
corner day lighting. He also suggested use of collision and near miss data to guide future campaigns.
Stone felt there was value in educating the public on infrastructure project elements such as LPIs, protected
bikeways and how they make people safer so people understand what’s going on and why.
Adamic felt the campaign was very well-executed and cute, but was skeptical about effects on behavior. She
mentioned work in Bologna, Italy where the speed limit was reduced from 30 kph to 20 kph, with clear
positive impacts on pedestrian-vehicle collisions.
