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corridors
east 14th/international
el camino real
• plans san pablo avenue
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Plans - El Camino Real
Planned Land Use There is no single
coordinated land use or transportation plan for El Camino Real. Most
of the cities, counties, and
Overall, San Mateo and Santa Clara County have taken different approaches to coordinating land use and transportation improvements along the corridor. Plans for El Camino Real in Santa Clara County benefit from the rapid bus service that is already underway. Plans for El Camino Real in San Mateo County, where El Camino Real is closer to the rail stations and downtowns, focus first on intensifying the land uses around transit stations.
From a regional perspective,
a mix of multi-family and single-family housing creates neighborhood
diversity and housing choices, particularly when affordable units are
included. Multi-family developments in Colma and San Bruno have provided
choices by creating different size units at varying levels of
The General Plans of nearly every city along El Camino Real designate some portion of the street as a site to build future multi-family housing. In many cities, such as Millbrae, Specific Plans have changed local land uses from commercial to mixed use.
Currently, the most comprehensive redevelopment proposals for the corridor are in Millbrae, San Mateo, and Redwood City in San Mateo County. In Santa Clara County south of Palo Alto, El Camino Real is generally less of a redevelopment focus because it is geographically separated from the cities' rail transit stations and downtowns. Even so, Santa Clara cities are strategically locating some mixed uses along El Camino Real, and major projects such as the Sunnyvale Town Center Mall redevelopment will add to the character of the broader corridor area.
Of the 17 cities along the corridor, two have Specific Plans focused solely on the land uses bordering El Camino Real. They are:
•South San Francisco El Camino Real Master Plan (2006) •San Mateo El Camino Real Master Plan (2001)
These plans include streetscape improvements, improved pedestrian circulation, a better overall balance between cars and pedestrians, mixed use development, and, in general, a stronger identity for the street and communities.
Station Area and Specific Plans include similar proposals for development in areas that include El Camino Real. These include:
•Colma BART Station Specific Plan (1993) •South San Francisco BART Transit Village Plan (2001) •San Bruno US Navy Specific Plan (2001, nearing build out) •Millbrae Station Area Specific Plan (2001) •Burlingame North Burlingame/Rollins Road Specific Plan (1994) •San Mateo Rail Corridor Transit-Oriented Development Plan, Land Use Element (2005) •Belmont Downtown Specific Plan (1995) •San Carlos Railroad Land Use Study (1999) •Redwood City Downtown Precise Plan (2006) •Los Altos Sherwood Gateway Specific Plan (1999) •Palo Alto South of Forest Area Coordinated Area Plan (SOFA) •Mountain View Mayfield Mall Precise Plan (2006) •Mountain View San Antonio Station Precise Plan (March 2002) •Mountain View Ortega - El Camino Real Precise Plan (February 1990) •Mountain View California - Ortega Precise Plan (April 1987) •Sunnyvale Downtown Specific Plan (1993, updated 2003) •Santa Clara Transit Area Concept Plan (2002)
Walkable, mixed use
neighborhoods are the theme of all of these plans, consistent with the
regional vision. Plans would
In general, existing local plans do not directly affect the many single-family residential neighborhoods along the corridor. In many cases, design guidelines insist that new multi-story buildings step down where development abuts single-family housing. Cities such as Mountain View and Palo Alto, however, have found successful ways to integrate new multi-family housing into single-family neighborhoods through the use of design guidelines, such as Mountain View's Rowhouse Design Guidelines. These are resulting in successful, higher-density development near transit that preserves the existing neighborhood character.
Beyond land use policies found in Specific or General Plans, some cities have applied planned development zoning to specific developments close to transit stations. For example, planned development zoning in Santa Clara and San Bruno has allowed these cities to approve developments that exceed planned height or density limits or otherwise differ from the uses or buildings in an area. Use of planned development zoning allows a community to support higher density in specific areas without altering citywide codes.
There are two county plans that affect the corridor. The Santa Clara County General Plan 1995 - 2010 (1995) directs growth to appropriate locations within the urban area, particularly along transit corridors and near employment centers. Countywide planning and policies are therefore supportive of developing El Camino Real for higher density housing and expanded transit service. The San Mateo County General Plan (1986) also has a policy to create balanced, self-contained urban communities, with a sufficient mix of urban land uses to support the internal housing, employment, shopping, and recreational needs of the community. This has led to transit village development on unincorporated county land near rail stations, such as at Colma BART station.
The San Mateo County Transit Authority also has a program to assist cities in their efforts to enhance the El Camino Real corridor and spur the revitalization of neighborhoods. The TOD Opportunities Study (2006 - 2007) will provide an assessment of development opportunities and specific action plans for implementing high-density mixed use development close to San Mateo County BART and Caltrain stations. The study examines parcel ownership, infrastructure, plan, and markets for San Mateo cities, and will conduct a development cost and feasibility analysis for five of those cities. The market analysis would help city planners communicate benefits of growth to their City Councils and the public.
In Santa Clara County,
the VTA also has a Transit-Oriented Development Program in which the
agency partners with cities to encourage higher density land uses near
transit. VTA's countywide growth concept of Cores, Corridors, and Station
Areas
The private sector is also actively involved in planning in both counties, showing recognition of the importance of new housing choices and reduced auto congestion to the area's economy. The San Mateo County Economic Development Association published the Grand Boulevard Initiative (2004) to illustrate the possibility of revitalizing El Camino Real into an engine for housing and economic growth. This project merged with Joint Venture's Main Street Silicon Valley (2005) to create a bi-county approach linking transportation and economic development along El Camino Real. The new, publicly-funded Grand Boulevard Initiative is a two-year project that aims to cultivate the transformation of El Camino Real into a pedestrian-friendly, active, and vital street that better serves the cities and communities that share it. The Grand Boulevard Initiative encourages compact, mixed use development and high quality urban design along El Camino Real.
Based on their current plans, the cities that could currently accommodate the greatest amount of new housing along the corridor are San Mateo, Redwood City, Mountain View, Sunnyvale, and Santa Clara. These areas could be the primary destinations on the corridor for housing and commerce. Currently Colma, Atherton, and Hillsborough are planning for the lowest densities along the corridor.
Planned Housing Recent local actions
to re-zone land from commercial to mixed residential and commercial
use has created great potential for new housing development along the
corridor. Based on their Housing Elements, most cities see El Camino
and its environs as a good location for higher density housing. Generally
speaking, this may be because development on El Camino Real can take
The cities of Millbrae, Redwood City, Atherton, and Menlo Park do not have certified Housing Elements. The lack of a certified Housing Element can be an indication that a city may not meet its state-mandated housing goals. However, cities may also opt to delay creating a housing element or even delay development if they are undergoing a major specific planning process.
Many of the cities have used the bulk of their affordable housing funds to preserve existing units, and are struggling to meet unmet demand for more affordable units. In addition to the cities' numerous housing programs and funds, both San Mateo and Santa Clara Counties have aggressive housing programs that aim to create new housing choices for area residents and workers. San Mateo County has an active Housing Leadership Council (HLC) that works to preserve and expand the range and supply of adequate, accessible, and affordable housing. In addition to organizing several policy and education programs, the HLC staffs the Housing Endowment and Regional Trust (HEART) of San Mateo County.
In order to assess
future housing needs, San Mateo County conducted a Housing Needs Study
(2006). The study projected housing supply and demand, including job-based,
retirement, and replacement worker housing. The County and all 20 San
Mateo cities have also formed a "sub-region" for the Regional
Housing Needs Assessment process. This means that the cities
Santa Clara County also has numerous programs to support housing construction. The County's Housing Bond Trust Fund has contributed to the development of a regional emergency shelter, construction of numerous SROs, and assistance to special needs housing development. The $20 million Housing Trust Fund of Santa Clara County is a separate public-private effort that provides loans and grants to qualified first-time homebuyers and to developers of affordable multi-family and special needs housing. Participants in the trust fund include all Santa Clara County cities on El Camino Real (Palo Alto, Mountain View, Sunnyvale, and Santa Clara), as well as private sector and foundation representatives such as the Silicon Valley Manufacturing Group and Community Foundation Silicon Valley.
The General and Specific Plans for the jurisdictions along El Camino Real allow for an estimated 160,000 units within one-half mile of the corridor. This is approximately 30,200 more units are currently present in this area. This falls short of regional projections for the area by approximately 9,000 units, a difference of about five percent. Taken individually, nearly three-quarters of the jurisdictions along the corridor do not meet regional projections for their portion of the corridor. The only jurisdictions that do meet projections are larger cities that already have more than 10,000 units in the area. In addition, it is unlikely that jurisdictions will approve the maximum number of units allowable under their plans - actually units produced may be significantly less than allowed under existing plans.
Planned Transportation The two counties that
the corridor spans are unified in their intent to increase and expand
transit services and decrease automobile use. They differ, however,
in their approach to linking land use planning with transit
The Valley Transportation Authority (VTA) has pioneered rapid bus service in Santa Clara County, and plans to increase the attractiveness of its bus system further by investing in well-designed bus stop shelters with lighting and real-time service information. Alternatively, the San Mateo County Transportation Authority is focused on bolstering transit system use by intensifying land uses around its train stations. While both counties have policies to encourage bicycle and pedestrian commutes, Santa Clara County has generally had a stronger commitment to funding bicycle improvements. Santa Clara Transportation Agencies also have more aggressive plans to support walkable neighborhoods.
There are two major countywide plans that outline the future of transportation along El Camino Real and its surroundings:
•San Mateo Countywide Transportation Plan 2010 (2001) •Valley Transportation Plan 2030 (2005)
The goal of the San Mateo Countywide Transportation Plan 2010 (2001) is to increase demand for public transit and decrease demand for automobile travel, especially single-occupant vehicles. The county strategy focuses on road efficiency, improved transit service, increasing housing densities near transit, programs to reduce single-occupancy vehicles and pricing strategies that favor alternative transportation. The City/County Association of Governments of San Mateo County also has a Congestion Management Program (1999) that requires projects that will generate 100 or more peak period trips to reduce and eliminate the traffic impacts of development. Traffic impacts can be reduced or eliminated through a variety of measures, or by paying a high traffic impact fee.
The Valley Transportation Plan 2030 (2005) includes Bus Rapid Transit service on El Camino Real, as well as several new lane or widening projects. Through its Livable Communities and Pedestrian (LCP) Program, the Valley Transportation Authority also provides capital funds for projects that improve community access to transit, provide multi-modal transportation facilities, and enhance the pedestrian environment along transportation corridors and core areas.
Transit The introduction of
Caltrain "Baby Bullet" service has resulted in substantial
transit ridership increases in cities along the
The Dumbarton rail corridor service will link the Peninsula with the East Bay over a now-defunct rail bridge. Funded by the San Mateo County Transportation Authority and other transit organizations, the project is in its final stage of environmental impact studies. Construction is estimated to begin in 2009, and service to begin in 2012. The service will connect Caltrain, the Altamont Commuter Express, Amtrak's Capitol Corridor, and BART. It also will connect with East Bay bus systems at a multi-modal transit center in Union City. The commuter-oriented train will give Peninsula employees who live in the East Bay a viable public transportation option and offer corridor residents access to a broader transit network.
Plans for improved
bus service along El Camino are following the success of the Caltrain
model for express service. VTA
According to the Short-Range Transit Plan 2007 - 2016, SamTrans is also planning express bus service on El Camino Real, but has yet to determine what form it will take. The County's first step towards improving its express bus service is the San Mateo County ITS Strategic Plan. The plan includes a system that enables express buses to turn traffic lights green. It also includes improvements for traffic signal coordination (timed lights), and design improvements for at-grade pedestrian crossings to rail services. These projects will receive funding from the City/County Association of Governments of San Mateo County (C/CAG).
Walking Many cities have design guidelines for El Camino Real or areas that intersect El Camino Real. These include:
•Millbrae Station Area Specific Plan (1999) •Redwood City
Draft Downtown Precise Plan (2006) •Menlo Park Center City Design Guidelines (1998) •Los Altos Downtown Urban Design Plan (1992, revised 1993) •Palo Alto El Camino Real Design Guidelines and Master Design Schematic (2003) •Sunnyvale Downtown Specific Plan (1993, updated 2003)
The guidelines stipulated
in these plans focus on making streets friendlier to pedestrians through
the use of landscaping and
All Santa Clara cities have adopted the VTA's Community Design and Transportation Program (CDP), a manual of best practices for integrating transportation and land use, which includes pedestrian guidelines. In 2006, VTA issued a call for projects for CDP grants that fund the design and construction of transit and pedestrian-friendly projects. General walkability and facilitated pedestrian access to transit are the main program goals. SamTrans will offer a similar grant program in coordination with the Grand Boulevard program.
Bicycling The bicycle route
with the greatest potential impact on the corridor is the proposed North-South
Bikeway. The North-South Bikeway, parts of which are under development,
would connect the downtowns of the Peninsula Bayside cities and most
of the
The Caltrain Bicycle Master Plan (2007) may provide an excellent opportunity to pursue key increments of the North-South route. The Master Plan will include system-wide parking and access design guidelines, as well as recommendations for capital improvements at several Caltrain stations.
Part of the North-South bicycle route lies along the San Mateo County Downtown Bicycle Route. The Downtown Bicycle Route would run the entire north-south length of San Mateo County and connect to bicycle routes in Santa Clara and San Francisco Counties. Most of the route parallels Caltrain on relatively flat terrain with a moderate amount of traffic. The goal of this route is to provide a bicycle commuter route that is safe, easy to follow, and provides good bicycle access to transit, business, and residential areas. Development of the North-South route was a top priority of the San Mateo County Bicycle Plan (2000), though construction has not started. The County is currently updating its Bicycle Plan.
The Santa Clara Valley Transportation Authority (VTA) County-wide Bicycle Plan (2000) is a 20-year plan to integrate bicycle transportation into the total transportation system. The VTA designed this as a regional plan, allowing local jurisdictions to develop plans that accommodate the needs of their communities. They Valley Transportation Plan 2030 also includes several bicycle improvements along the Central Expressway/Caltrain corridor that will facilitate safer and easier bicycle travel.
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transportation
agencies governing land use and transportation along El Camino, however,
agree that it is a place to focus new growth. Vital to the corridor's
success will be the ability of local government and the various transportation
agencies to connect and coordinate new developments with existing and
planned transit service. To this end, there are several corridor-wide
coordinating efforts underway that provide feedback between cities and
transit agencies and help to unify their plans.
affordability.
As the Peninsula population ages, many cities have also been addressing
the need for more housing through the creation of higher density senior
units. When located near services and transit, these increased densities
also offer the possibility to convert auto-oriented streets into pedestrian-oriented
neighborhoods. 
generally
create new mixed use zones in former commercial areas close to transit.
Many plans also intend to enhance unique community character and spur
commercial and economic redevelopment. Creating pedestrian-friendly
environments and opportunities for new housing in commercial areas are
strategies towards these ends.
County-level
agencies also play an important role in implementing the regional vision.
At the County o r Sub-Regional level, there are several plans to cultivate
more intense land uses on El Camino Real and around BART, Caltrain,
and VTA transit stations. The San Mateo City/County Association of Governments
won an EPA Smart Growth award in 2002 for its TOD Incentive Program,
which allocates up to 10 percent of State Transportation Improvement
Program funds for the TOD (transit-oriented development) program. Typically,
eligible projects receive up to $2,000 per bedroom. In order to be eligible,
the new housing must be at least 40 units per acre. Incentives also
apply to development along El Camino Real if the development is in an
area with a specific plan. The TOD program continues as the El Camino
Real Corridor Project, which aims to secure agreements from a majority
of jurisdictions for increased housing and commercial development along
the corridor.
includes
El Camino Real as a target location for transit-oriented growth. All
Santa Clara cities have adopted the VTA growth concept.
advantage
of public transit services while creating minimal impacts on single-family
residential neighborhoods. Few cities have recognized this transit advantage
by reducing or regulating parking at development near transit. Plans
generally state that new housing would lead to an economic revitalization
of the corridor that would benefit all residents. The connection made
between housing and community revitalization is strongest in Redwood
City.
and
County can determine their own methodology for sharing their countywide
allocation of new housing units. The sub-region may or may not decide
to focus new housing near transit lines, which could tie its efforts
to the other sub-regional programs to revitalize El Camino Real.
corridor.
Over the next two decades, Caltrain will makeover its entire railway,
improving its tracks, bridges, and terminals, and transitioning to an
electric train system. Project 2025 (2006), a 20 year plan, outlines
further improvements, including more trains, faster commute times, more
frequent connections, and better, more efficient infrastructure and
equipment. Crossing and safety improvements in many cities will make
it easier for pedestrians and bicyclists to access the stations. Finally,
the Joint Powers Authority, which manages Caltrain, has long-term plans
for a new San Francisco terminal and connections with a new Dumbarton
Rail system.
implemented
the Express Line 22 in Santa Clara County and plans to add features
such as new, well-designed and well-lit stops and dedicated bus lanes.
The introduction of high quality bus shelters includes urban design
amenities that help to create a safe and more pedestrian-friendly urban
environment.
architecture.
Design guidelines often dictate that commercial buildings should have
"public-oriented" uses on their first floors, such as cafes
or shops that provide essential services for the neighborhood. Guidelines
also deter monolithic, boxy architecture and encourage articulated,
detailed buildings that help pedestrians to orient themselves and have
a sense of defined space. Some guidelines, such as in Mountain View
and Redwood City, encourage building features such as porches and balconies
that integrate public and private space and bring vitality to the street.
Of all the cities, only Palo Alto has elected to go through Caltrain's
exceptions process. If approved, the exceptions will allow the city
to make more dramatic changes to the street itself, including narrowed
lanes, large median trees, and a bicycle lane.
Caltrain
stations. Both counties are planning for improvements along this route
and it is also a project of the non-governmental advocacy group, the
Peninsula Bicycle Coalition.