Stanford Health Transportation Master Plan by nelsonnygaard

TRANSPORTATION MASTER PLAN

1 | Existing Conditions

2 | Employee Needs

3 | Access and TDM Plan

Appendix A: SUMC Employee Outreach Toolkit

Appendix B: Site Categorization Worksheet

Appendix C: TDM Job Descriptions

Executive Summary

EXECUTIVE SUMMARY

Stanford University Medical Center (SUMC), comprised of Stanford Health Care (SHC) and Stanford Children’s Hospital (SCH), operates more than 150 satellite sites throughout the Bay Area in addition to its main hospital adjacent to the Stanford University campus in Palo Alto, California. SUMC has evolved from a single hospital at Stanford University to a rapidly growing hospital and multi-site health care system. The sites operate within a variety of contexts and offer variable transportation services to employees and visitors of the sites. On its Main Campus, Stanford Health Care is undertaking major development projects which challenge its ability to provide patient and employee parking as well as attractive multimodal transportation options for those who wish to reach the campus by other modes. At its satellite sites, commuter benefits are underdeveloped relative to those available at the main hospital campus.

Convenient, affordable, and safe access to SUMC sites for both patients and employees remains a priority for SUMC. As the Bay Area grows and housing affordability becomes increasingly limited and traffic congestion continues to surge, it is more critical than ever to think about creative and expanded transportation programs to ease the commute burden for employees. This transportation plan evaluates existing employee commute conditions and challenges and identifies improvements SUMC can adopt to create more convenient, affordable and safe commutes for its employees, ensuring SUMC remains a top employer within the health care industry in the Bay Area.

This transportation plan includes analysis and recommendations for nine of SUMC’s largest sites throughout the region, including the Main Campus at Stanford University.

• Stanford Health Care Main Campus (SHC and SCH), Palo Alto (patient and administrative)

• Byer’s Ear and Eye Clinic, Watson Court, Palo Alto (patient and administrative)

• Palo Alto Technology Center (PATC), Embarcadero Road, Palo Alto (administrative)

• South Bay Cancer Center, 2589 Samaritan Drive, San José (patient)

• 1510 Page Mill Road, Palo Alto (administrative)

• Emeryville campus, Emeryville (patient)

• Redwood City campus, Redwood City (patient and administrative)

• Newark campus, Gateway Boulevard, Newark (administrative)

• Bohannon campus, Bohannon Drive, Menlo Park (administrative)

Regional Site Map

As seen in the satellite images of the nine sites shown to the right many of the sites under analysis are concentrated in the Peninsula and South Bay. Many of the administrative sites are housed within office park locations on reclaimed land in close proximity to U.S. Highway 101 and other major freeways around the San Francisco Bay and its marshlands. This siting adds a layer of complexity when traveling throughout the Bay Area to reach employment destinations since the sites are located adjacent to either bodies of water, marshlands, or industrial uses. Newark, Redwood City, Palo Alto Technology Center (PATC), Bohannon, and Watson Court have limited accessibility due to the natural barriers presented by being near the Bay and away from major transit corridors such as the Caltrain line or BART. The exceptions to this include the Main Campus, South Bay Cancer Center, and Page Mill Road sites, which are located further inland. The Emeryville Campus and South Bay Cancer Center are located significantly further from the Main Campus than other satellite sites. Main Campus and Emeryville are the only sites that are well-served by a wider variety of roads, transit systems, and bicycle facilities.

These sites range from 170 employees (Watson Court) to about 8,450 employees (Main Hospital). Parking space availability at the sites ranges from 1.5 spaces per 10 employees at the Main Hospital to five spaces per 10 employees at Newark to 7.5 spaces per 10 employees at Redwood City. Parking is currently at the most occupied levels at the Main Hospital, PATC, and Watson Court sites, while the South Bay Cancer Center has the most excess supply. Employees at the Main Hospital currently have access to the greatest number of transportation amenities (e.g. secure bike parking and car share vehicles) while amenities are distributed inconsistently across other sites.

MAIN CAMPUS

WATSON COURT

PATC

EMERYVILLE

PAGE MILL

SOUTH BAY CANCER CENTER

REDWOOD CITY NEWARK

BOHANNON

Existing Conditions

SUMC’s work sites are located throughout the Bay Area in diverse land use scenarios and within various types of street networks. The Emeryville, Main Hospital, and Redwood City sites are located within street grid or grid edge networks, offering high or moderate connectivity. Sites like the South Bay Cancer Center and Bohannon offer low connectivity within curvilinear street network, while the Newark site offers very low connectivity in a superblock curvilinear network. See page 1-10 for more information on street networks. Other land use factors were evaluated, including intersection density and employment and residential density, which correlate strongly to street network connectivity.

Surrounding transportation networks were also evaluated, including facilities for bicycling and walking, and availability and quality of public and private transit services. Bicycle access to the Stanford University Medical Center sites varies (page 1-19). Some locations are served by relatively well-connected citywide bike networks, such as the Main Campus and Emeryville sites. Other sites, such as the Bohannon site and South Bay Cancer Center, are far from any bikeways.

Sites vary significantly in terms of availability and quality of transit (page 1-22). Overall, the wide-reaching Marguerite shuttle network serves five of the nine sites evaluated as part of this plan. Emeryville and the Main Hospital sites have the highest quality public and private transit services, boasting multiple public transit operators near both sites and robust Marguerite services at the Main Hospital. However, the Newark site has less than minimal transit services with very few trips connecting to rail transit and one low frequency public transit route.

The sites with the most pedestrian-friendly environments are those in higher density areas, which is also where more people walk (page 1-25). Other sites are located in business park settings, where people may need to take a circuitous route to access the building entrance and/or walk through parking lots. The Main Campus and Emeryville sites are served by complete and safe sidewalk and crossing facilities. Streets surrounding the Bohannon, Watson Court and PATC sites have missing sidewalks between transit stops, campus buildings, and other nearby destinations.

Using the context and site characteristics in the existing conditions analysis, the nine sites were categorized into five site types, described starting on page 1-42.

Employee Engagement

Employee engagement by way of the annual commute survey, focus groups, and tabling informed this plan. As part of the employee engagement process, employees were asked to comment on current and ideal commute modes, factors important to them when considering a commute mode, and interest in potential transportation demand management (TDM) program elements.

SUMC employees reported living throughout the Bay Area (page 2-7). There are concentrations of employees on the Peninsula (along the Caltrain/El Camino Real

corridor from San Francisco to San José), within the lower East Bay (Hayward, Union City, Newark, and Fremont), and across the South Bay (Santa Clara County). A smaller proportion of employees live far relative to the Main Campus, including San Francisco, Pacifica, Morgan Hill, Tracy and Santa Cruz. Several participants reported commutes that span two to three hours in each direction.

Most employees reported driving alone to work on a typical day — but they also overwhelmingly selected other modes as their ideal commute mode (see page 2-16). At the Main Campus, approximately 60% of employees drive alone to work but only 17% identify driving alone as their ideal commute mode. Similarly, at Newark, 74% of employees who responded at the tabling event drive alone to work yet only 16% consider driving alone to be their ideal commute mode. This demonstrates that with facilitation of additional options, employees are likely to consider alternative commute modes to driving alone.

Employee survey data available for the select campuses revealed the dominant factors influencing commute mode choice are strict work schedules, availability of alternative transportation options, travel time, provision of transit passes to employees, and constraints related to transporting children (see page 2-17).

The appeal of potential TDM benefits and program was tested in focus groups and at tabling events (see page 2-19). While appeal of programs varied across sites, participants at all sites showed strong interest in commuter bus services, improved shuttle connections to rail stations, Clean Air Cash / parking cash-out, and free or reduced price transit passes.

TDM Program Recommendations and Implementation

Existing conditions at each site, as well as best practices in employer commute programs and feedback from employee engagement, informed the development of TDM program recommendations for SUMC.

First, a Baseline package of TDM programs was developed in order to ensure parity in employee benefits across the SUMC organization. This plan recommends implementation of the Baseline package of TDM strategies at all SUMC sites, with the exception of the Main Hospital site at which employees will remain eligible for the Stanford University Commute Club.

Armed with a thorough understanding of the surrounding land use, transportation networks, and existing parking and commute conditions at each site, additional TDM strategies were selected for introduction at certain sites. The Baseline+ package includes all of the Baseline package elements as well as select tailored strategies on a per-site basis to ensure needs are met at individual sites. It is expected that the Baseline+ package will be introduced at each site in the near to medium term.

Finally, a robust package was developed for long-term consideration by SUMC for introduction either across the organization or on a per-site basis as necessary.

The Baseline package includes:

• Program Management and Marketing strategies

• Parking strategies

– Designate SUMC parking area and free permits where possible.

– Designate preferred parking spaces for car share, carpool and vanpool vehicles.

– Provide parking amb assador and enforcement services.

• Vehicle Access strategies

– Introduce emergency ride home program.

– Work with car share vendors to place cars at or within a quarter-mile of SUMC sites.

– Offer free membership in car share program to employees, as well as credits for intercampus and other work trips.

• Carpool / Vanpool strategies

– Promote existing ride-share program or outside vendor programs.

– Facilitate availability of vanpool for employees.

• Pedestrian Improvement strategies

– Advocate for pedestrian network improvements on streets surrounding work sites with cities.

– Coordinate with landlords at leased sites to improve continuous pedestrian connections from adjacent streets to building entrances and between buildings.

• Bicycle Improvement strategies

– Advocate for bikeway network improvements on streets surrounding work sites.

– Provide free bike lockers in convenient location near front entrance of all sites; where bike lockers already exist, increase supply or move lockers to convenient location.

– Add U-shaped bike racks for short-term bicycle parking located near front entrances of sites where they do not already exist.

– Provide one bicycle repair station at each site.

– Facilitate bike repair vendor to visit each site monthly and provide services at employee cost.

• Public and Private Transit strategies

– Advocate for improvements to public transit (e.g. new routes or improved span, frequency) operated near work sites.

– Introduce transit subsidy program for all employees. Explore potential for monthly dollar value to be applied on Clipper.

The Baseline+ package includes added strategies such as a commuter bus program at the Main Hospital site and a shuttle connection between the Newark site and the ACE/BART train stations in Fremont. The Robust package includes strategies such

as full carpool/vanpool subsidies (instead of partial carpool/vanpool subsidies in the Baseline+ package) and provision of on-site shower and locker room facilities (in addition to bike locker supply in the Baseline+ package). The full list of strategies included in Baseline+ can be found on page 3-19. The robust package for each site is outlined on page 3-20.

For each site, the implications of introducing a Baseline+ or Robust TDM package, as compared to not introducing any new transportation benefits, were measured in both financial cost and in effects on parking occupancy, assuming an acceptable parking occupancy of 85%. At the Main Campus, Bohannon, Page Mill, Watson Court, and PATC, 85% parking occupancy or less could be achieved with the Baseline+ package. Redwood City achieves an 87% parking occupancy with the Baseline+, which was deemed acceptable. Newark is the only site to not achieve an acceptable parking demand reduction with the Baseline+ package. However, current vacancy of surrounding buildings allows for overflow parking by SHC employees. Thus, the Baseline+ package is recommended in the short-term and robust in the long-term. For more detail on the outcome of TDM program modeling on a site-by-site basis, see section starting on page 3-21. Implications assuming implementation of Baseline+ at all sites are shown on page 3-30.

Implementation steps and guidance are provided toward the end of the report. Further study to develop a commuter bus program for the Main Campus is recommended as an immediate step to ease upcoming parking constraints due to construction at the site. A recently-hired TDM Program Manager is well-poised to implement the TDM packages selected by SUMC. By implementing a Baseline+ package at all sites, SUMC will be able to expand employee benefits and improve satisfaction while avoiding the need for costly additional parking structures and satellite sites.

Existing Conditions 1

Site Context

STREET NETWORK

Multimodal connectivity varies dramatically across the different SUMC sites and each features a unique combination of different street typologies within a walkable radius. The four dominant street layout types that can be seen among the key SUMC sites include the following:

• Street Grid (Emeryville)

• Grid Edge or Hybrid Grid (Main Campus, Redwood City)

• Curvilinear Street Layout (South Bay Cancer Center, Page Mill, Watson Court, Bohannon)

• Superblock plus curvilinear layout (PATC, Newark) Examples of these types are shown on the following page.

Street network layout has an impact on the walkability of the immediate site area as well as the ability to get to and from the site by a range of different modes. The type and intensity of street network connectivity is reflected in the street layout reflected in the Existing Street Network maps on page 11 as well as the density of four-way intersections (shown in green on page 13). Sites with higher street network connectivity (darker green), tend to have a higher density of four-way intersections, shorter blocks, and more direct routes. These conditions create more possibilities and pedestrian-friendly conditions for accessing lunch destinations and services in the middle of the day. The ability to walk to food places and services in the middle of the day not only reduces midday traffic generation but also affects the decision to drive or take other modes of transportation to and from work in the first place.

Sites with lower street network connectivity may be characterized by unwalkable superblock style development (common in industrial areas) or curvilinear development (common in post-war suburban areas). Both of these street layout types force pedestrians and cyclists to travel to their destinations via more indirect routes as well as via wide, auto-oriented arterial roads with heavy traffic. Additionally, curvilinear and superblock style development is generally less suited to mixed use development and active retail areas which also enhance walkability.

Street Grid (High Connectivity)

Of the nine sites under consideration, the Emeryville campus has the most connected street network, being surrounded by overlapping fine-grained historic street grids in nearby Oakland and Berkeley. This grid and the associated high level of walkability diminishes along the waterfront, which is built upon reclaimed land, historically served industrial uses, and is severed by the 580, 80, and 880 freeways as well as the Amtrak railway line. On the other hand, the close proximity of these major freeways and rail services provides convenient vehicular and transit access to other parts of the Bay Area including freeway access to the East Bay, East Contra Costa County, and San Francisco, and rail access to the South Bay, East Bay and Sacramento. The generally high level of street connectivity can be seen on the Existing Street Network map for Emeryville.

Grid Edge or Hybrid Grid

(Moderate to High Connectivity)

The Main Campus and Redwood City site provide variants of a grid due to their locations at either the edge of a historic grid network or a hybrid between a grid layout and a campus environment (which combines both superblock and fine-grained elements).

The Main Campus is surrounded on three sides by neighborhoods that feature traditional street grid networks; however, this connectivity is somewhat lower along the non-residential boundary of the campus (e.g. Welch Road) as well as the more rural hillside areas to the southwest of campus. The close proximity of historic downtown Palo Alto, robust shuttle connections, and walkable on-campus design compensate for a diminution of the fine-grained street network in this location.

The Redwood City site is also located along the edge of a historic grid network that is centered at Downtown Redwood City. Again, the Bay and US-101 freeway eliminate the street network to the east of the site, thereby reducing the walkable catchment to only one side of the site (180 degrees instead of 360). On the eastern side, however, pedestrians and cyclists are able to select from a wide range of potential routes within a fine-grained grid that provide moderate access to regional transit services such as Caltrain.

The hybrid character street connectivity around Main Campus and Redwood City campus can be seen in the street network map as well as the unevenly hued intersection density maps.

Curvilinear Street Layout (Low Connectivity)

Most of the other SUMC sites under consideration are characterized by curvilinear street layout built in the late twentieth century. Network connectivity is generally low for curvilinear street layouts because travelers are forced to move in a curving manner within neighborhoods or subdivisions and can only reach other neighborhoods via arterial roads that act as a funnel for all modes of transportation. These types of street networks were encouraged by the Federal Highway Administration as part of a drive toward freeway-based suburbanization in the 1950s. However, they do not work well for pedestrians, cyclists or transit service because non-motorized movements becomes circuitous, costly and time-consuming, and traffic volumes as well as crossing distances along the necessary arterials create increasingly hostile environments for non-motorized travelers and transit riders. As a result, people living and working in areas dominated by curvilinear street networks tend to be mode captive—they are forced to either drive for all trips or face high premiums in terms of travel time and safety.

Street layouts in the vicinity of the South Bay Cancer Center, Page Mill, Watson Court, and Bohannon can be characterized as curvilinear. This low connectivity environment is reflected in the light and speckled images on the intersection density maps.

Superblock Curvilinear Street Layout (Very Low Connectivity)

The most extreme example of curvilinear street layout can be seen in the case of PATC and the Newark Campus, the latter of which is very difficult though not impossible to reach by any mode other than driving. This difficulty is exacerbated by the fact that street layout around these sites combines elements of both curvilinear and superblock development, both of which are associated with low viability of transit, walkability and bikeability. Very low street connectivity PATC and Newark Campus are reflected in both the street network maps on the following page at the PATC and Newark sites as well as the pale green profiles on the Intersection Density maps

Existing Street Network

SOUTH BAY CANCER CENTER

NEWARK

BOHANNON

Superblock Curvilinear

Curvilinear

WATSON COURT

PATC

PAGE MILL

Curvilinear

Superblock Curvilinear

Curvilinear

MAIN CAMPUS

EMERYVILLE REDWOOD CITY

Grid Edge/ Hybrd Grid

Street Grid

The low number of intersections and corresponding limited connectivity of sites like Newark, South Bay Cancer Center, Bohannon, PATC and Page Mill are shown as pale green or speckled green spots on the intersection density maps to the right. In the case of Redwood City, PATC, Watson Court, Newark, and Bohannon, multimodal connectivity is further limited by the close proximity of marshlands or open space areas. On the other hand, the tendency to build freeways along former wetlands areas in the Bay Area makes access to freeways convenient for these locations, though the subject freeways (101, 85, 280, 880, 80, 580) are heavily congested during peak hours and reliance on driving access then creates parking concerns at each of the sites.

Intersection Density

MAIN CAMPUS

WATSON COURT PATC

EMERYVILLE

PAGE MILL

SOUTH BAY CANCER CENTER

REDWOOD CITY

NEWARK

BOHANNON

An example of the street network surrounding South Bay Cancer Center

LAND USE

Land use context affects commute patterns and transportation needs in a number of ways. Sites that are more urban and have greater intensity of land uses are associated with lower rates of vehicle trip generation. This is related to the fact that better transit service becomes viable in more dense environments and it is also easier to reach a large number of destinations within a short walk or bike ride. Additionally, sites that have a greater mix of land uses are associated with lower vehicle trip generation because some trips are either internally captured (e.g. having lunch or going to a gym on site) or accessible by walking (e.g. walking to work or to lunch). The SUMC sites cover a wide spectrum of land use contexts. The effects of land use density, diversity, and design on travel demand are well documented and commonly referred to as the 3 Ds.

As seen in the following maps, the Emeryville Campus performs very well in terms of land use density and diversity (shown in bright purple).

Other sites, such as the Main Campus, Redwood City and South Bay Cancer Center are in proximity to pockets of residential or employment density and shuttle services from the Main Campus also bring the site into proximity with the mixed use area of Downtown Palo Alto.

The Bohannon, Newark, Page Mill, PATC, Watson Court campuses are located in areas with a moderate density of jobs areas surrounded by low density, primarily single-family residential housing. These sites, commonly known as “office parks” are isolated from residential neighborhoods. In the case of PATC and Watson Court, US-101 sharply separates the employment sites from the residential land use.

Density of Jobs and Residents

MAIN CAMPUS

WATSON COURT

PATC

EMERYVILLE

PAGE MILL

SOUTH BAY CANCER CENTER

REDWOOD CITY

NEWARK

BOHANNON

Urban Medium Density Mixed Use

The Main Campus of Stanford University Medical Center is located in an area that can be characterized as relatively urban with medium land use density and a mix of uses within walking distance. The site is adjacent to Stanford University, which represents an important regional destination and offers a variety of on-site services (including food, recreation and some housing). Within one mile of the main campus, there are areas of vibrant commercial activity (e.g. Stanford Shopping Center, Town and Country Center, and Downtown Palo Alto), as well as large areas of residential neighborhoods in Palo Alto and Menlo Park. To the southwest of Stanford University, there are large swaths of open space. The Main Campus leverages its close proximity to Palo Alto station as well as the Marguerite shuttle to encourage use of multimodal transportation options for accessing the campus.

The Emeryville Campus is also located in an area of relatively dense and diverse land uses, which provides benefits in terms of encouraging the use of alternative modes. The site surrounded by a combination of residential, industrial, commercial, and mixed use land uses. A pedestrian bridge across the railway line also connects the site to vibrant retail and eating areas in the Emeryville Public Market. This mix of land uses will allow employees to access and meet a diverse set of their needs within close proximity of the site.

Suburban Office Park

Many of the other sites under analysis can be characterized as suburban office park. These land use types have the following characteristics:

• Land uses are characterized as single, segregated uses that are separated by large roads

• Non-commercial uses include low-density suburban housing

• There is very little retail or mixed use in the vicinity

• Sites are not located around high quality transit hubs or rail stations

• Sites are in close proximity to freeway on/off-ramps and access is focused on driving

• Commercial (office, medical, R&D) uses are often located on former industrial land

• Some sites may have been built on reclaimed land around the Bay Bohannon, Newark, Page Mill, PATC, South Bay Cancer Center, and Watson Court can all be characterized as office park locations. The Page Mill site is located within the Stanford Research Park and is surrounded by residential and commercial most immediately, which is comprised primarily of office buildings. The South Bay Cancer Center is in a medical office park development which is currently surrounded by lowdensity residential uses; however, higher density housing is currently being planned for the other side of Los Gatos Boulevard.

Open Space and Waterbodies

As reflected in the aerial images, multiple satellite sites are adjacent to large bodies of water or open space. The sites most affected by this include PATC, Watson Court, Bohannon, Newark, and Redwood City, which have primarily open space and the San Francisco Bay to the east, and residential areas to the west. Unfortunately, most of the sites are not well designed to take advantage of waterfront views or to provide prominent connections to non-motorized trails. Instead, key entrances and viewsheds are oriented toward internal surface parking lots and not toward the street, pedestrian access points, or the waterfront.

Surrounding Land Uses

MAIN CAMPUS

WATSON COURT

EMERYVILLE

PAGE MILL

SOUTH BAY CANCER CENTER

REDWOOD CITY

NEWARK

BOHANNON

An example of the varying and changing land uses around SUMC campuses

BICYCLE NETWORK

The presence and style of bicycle network facilities can strongly affect people’s willingness to use bicycles as a mode of transportation for commuting or midday trips. In general, cyclists can be classified into four types based on their level of comfort and interest in riding in different types of environments. Based on a nationwide survey from 2015, most people can be characterized as either “interested but concerned” or “enthused and confident” cyclists, with variations by region, gender, and other demographic features. These people would be willing to ride more frequently if safe, comfortable and connected bicycle network facilities were available.

Bicycle network facilities are described in the state of California in terms of four classes: Class I, IV, II, and III. These categories are described and illustrated in the figure to the right.

Bicycle access to the Stanford University Medical Center sites varies. Some locations are served by relatively well-connected citywide bike networks, such as the Main Campus and Emeryville sites. Other sites, such as the Bohannon site and South Bay Cancer Center, are far from any bikeways. Barriers such as highways and arterial roadways can isolate a site from surrounding neighborhoods and bicycle networks. Existing networks of bicycle facilities associated with each site are shown in the Existing Bicycle Network maps.

Future bikeway conditions associated with each site may be gleaned from the local bicycle master plans of the respective cities.

Although the presence and coverage of a bikeway network is important, the mere existence of a bikeway does not mean it will serve the needs of all users. The bikeway type should respond to the characteristics of the roadway to create a low-stress environment for bicyclists. People prefer low-volume and low-speed stress for bicycling, or a separated bikeway on busier streets. Although a bike lane on a busy street, such as Page Mill Road, may serve the needs of experienced and advanced bicyclists, it will not attract all the would-be bicyclists who prefer a lower stress bicycling environment.

Most Separated

Least Separated

Existing Bicycle Network

MAIN CAMPUS

WATSON COURT

SOUTH BAY CANCER CENTER

REDWOOD CITY

BOHANNON

Bicycle Parking

In addition to the presence of bikeways, on-site safe, secure, and available bicycle parking is important to the choice to bicycle to work. There are two classifications of bicycle parking—short-term parking and long-term parking. Short-term parking is appropriate for visitors who need to park their bike for a couple of hours. Shortterm bike parking should be located close to and within sight of their destination’s entrance. Long-term bike parking is appropriate for people who intend to stay for longer periods of time, or all day. Long-term parking should be located in a convenient location, secured and protected from the elements. The two types of bike parking are described in the table on the right.

Most of the SUMC sites analyzed for this report have short-term bicycle parking. However, the type and location of the bike racks varies. The Watson Court site has the recommended inverted-U shape bike racks. Inverted U-shape bike racks allow for multiple locking positions and do not require users to lift their bicycle into the rack, which is required on wave racks. See photos on next page for examples of u-shape and wave racks. Many sites use wave racks, which are not recommended due to inefficient spacing and suboptimal security. The Redwood City site has an outdated and not-recommended front-wheel rack that goes unused. The Main Campus has lightning bolt (wheelwell secure) racks which are recommended, but do not provide as many locking options as inverted U racks.

At many sites, including Watson Court, Redwood City, and the Main Campus, the short-term bike parking is located in a convenient, visible location near the buildings entrance. At other sites, such as Page Mill, PATC, and Bohannon, the bike parking is hidden, difficult to find, or far from the building’s entrance.

Long-term bike parking is available with bike lockers at three of the nine sites: Main Campus, Newark campus, and Watson Court. The usage of the lockers varies; the Main Campus has a waiting list for use of the bike lockers, whereas there is abundant capacity at Newark and Watson Court.

Visitors (often infrequent) who need to park their bicycles for up to two hours

Visible from and close to the entrance it serves (50 feet or less)

Visible to the public and, ideally, seen from within the

Source: Essentials of Bike Parking, APBP 2015

Employees, residents, public transit users who park at a routine destination (such as a workplace) for a period of several hours or more

Varies. Ideally convenient to entrance, but willing to trade convenience for increased security/protection

Access to parked bike(s) should be limited to an individual or a group via a locking mechanism

Inverted-U racks at the Watson Court site are one recommended type of rack for short-term bike parking.

An example of a secure and covered bike room, a second recommended type of long-term bike parking. This is not an SUMC site.

The Newark site offers two-level bicycle lockers, which can be challenging to use for some bicyclists.

Wave racks, located at the Bohannon

site, are not recommended for short-term bike parking.

Drive

TRANSIT NETWORK

Transit networks are essential for encouraging multimodal commute patterns, mitigating traffic congestion, reducing parking costs, and ensuring convenient patient access around medical and administrative campuses. In addition to the pure presence of nearby transit, the quality of service is also important and is measured in relation to six key features as described below:

• Service headways (or frequency during both the peak and off-peak periods)

• Transit speed (or travel time including access, wait, transfer, and in-vehicle time)

• Service reliability (or the level of on-time performance)

• Service span (hours per day and days per week of operation)

• Service coverage (or the ability to get to and from all key origins and destinations)

• Comfort and appropriate amenities (in-vehicle, along paths of travel, and at stops)

High quality transit services that offer fast, frequent, and reliable services at all hours of the day are associated with higher rates of transit ridership—particularly in areas with enough density to financially sustain these operations in an ongoing manner. Where gaps in transit quality exist, these gaps may be backfilled through various solutions such as shuttle services, taxi or TNC subsidies, employer-based guaranteed ride home programs, and so on. Environments with lower quality transit service will need more robust strategies to encourage use of non-drive-alone modes.

Various transportation options serve the Stanford University Medical Center Main Campus and satellite sites, creating different levels of transit service and connectivity to other destinations. The sites analyzed as part of this report can be divided into four different tiers of transit service, based on transit quality of service. The Main Campus and Emeryville have high quality transit service, South Bay Cancer Center, Bohannon, and Page Mill have basic transit quality, PATC, Redwood City, and Watson Court have poor transit quality, and Newark has less than minimal transit.

Tier 1: High Quality Transit

The Main Campus is accessible from many points around the Bay Area at speeds that rival that of driving and parking on campus. The Main Campus is served by five operators, including five SamTrans lines (including their highest ridership route ECR), three Santa Clara Valley Transit Authority (VTA) lines (including their highest ridership route #522/22), Caltrain (including high speed “baby bullet” services), the AC Transit Dumbarton Express and many Marguerite shuttle lines. While having a plethora of different operators is not ideal for transit service (since schedule coordination and information can suffer), the convergence of different operators at SUMC Main Campus reflects both its position at the edge of two counties as well as its importance as a transit anchor in the Bay Area. The large number of services also provides redundancies that boost transit quality of service for this destination. In particular, several of the available services (including the ECR and 522/22) have long service spans and service that remains frequent through the day. Other services (such as the Caltrain and VTA Express lines), provide high speed services focused on peak commute times. The Stanford University-operated Marguerite Shuttle provides free service for Stanford affiliates and the public at the Main Campus, Bohannon, PATC, Page Mill, and Watson Court. The Marguerite Shuttle acts as a “first mile, last mile” connection for commuters and visitors by serving nearby Caltrain stations and key bus terminals and stops.

The SUMC campus with high quality transit is the Emeryville campus, which is served by three operators, including eight AC Transit lines, the Shellmound/Powell Emeryville Go-Round line, and four Amtrak routes, including the Capitol Corridor, which operates every hour in both the morning and midday. This variety of different lines boosts both service coverage and frequency at the Emeryville site.

Tier 2: Basic Transit Quality

In contrast, locations with basic transit quality have more limited transit provision. Basic transit services may be available for peak times and locations; however, the sites tend to have high drive-alone rates because gaps in service quality render transit a more time consuming, less reliable, and less flexible choice compared to driving. Sites with basic transit quality include Bohannon, South Bay Cancer Center, and Page Mill.

The Stanford Children’s Hospital Administrative Offices at the Bohannon site have access to two operators with frequent service – Caltrain (located nearly 3 miles from the site) and four SamTrans lines. The SamTrans bus services include two lines that arrive every 10-15 minutes in the morning and the midday thereby offering good headways but limited coverage.

The South Bay Cancer Center has somewhat more basic transit service being served by four different VTA routes, but with frequencies of only one service every 30 minutes in the midday. Unlike Bohannon and other satellite sites, the SBCC campus does not have any shuttle services, such as the Marguerite, to supplement transit quality in this location.

The Page Mill campus has eight VTA lines, the Dumbarton Express’ DB1, and two Marguerite lines, but service decreases considerably in the midday.

Tier 3: Poor Transit Quality

In the absence of other strategies, sites with poor transit quality generally fail to attract any trips other than captive riders (those who have no alternative). Sites with poor transit quality include PATC, Watson Court and the Redwood City campus. SUMC provides supplementary shuttle services to each of these sites to compensate for poor public transit quality.

The Marguerite Tech Shuttle and the City of Palo Alto’s Embarcadero shuttle reach the Palo Alto Technology Center and the Institute at Watson Court, but these sites receive absolutely no midday service, greatly hindering accessibility via public transit at certain times of the day. Redwood City is only served by two SamTrans lines and the Midpoint Caltrain Commuters Shuttle, but nothing arrives more often than every 30 minutes in the midday.

Tier 4: Less than Minimal Transit

The final tier of transit quality represents sites that are all but inaccessible by transit even to those who have no choice of mode. For example, employees at the Newark campus have access to limited shuttle service connections to Caltrain provided by the landlord, as well as one AC Transit line which arrives every 40 minutes.

Existing Transit Network

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BOHANNON Rail Bus/Shuttle

Transit Service Analysis

Frequency - AM Peak Frequency

Frequency - Midday

Frequency

This transit service analysis rates the elements of the transit network located within two miles of each site. Factors include frequency, speed, span, reliability, and overall coverage. This analysis considers both public and privately-operated transit, including the Marguerite shuttle.

Pedestrian Access to Transit

Transit quality, street connectivity and walkable urban design function in a synergistic manner, with more connected and walkable street networks effectively increasing the catchment for transit services within the area. A walkable place is characterized by the following features:

• High street connectivity

• Safe and frequent crossing opportunities

• Limited traffic volumes and speeds

• Continuous and accessible sidewalks

• Human-scaled design elements

• Interesting and legible land uses and street frontages

• Building entrances that address the street rather than parking lots

• Attractive and environmentally-appropriate landscaping, shade and shelter Sites with the best pedestrian accessibility are those with continuous and comfortable sidewalks and crossings on the nearby street network, and convenient and safe connections to the building entrances on site. The sites with the most pedestrian-friendly environments are those in higher density areas, which is also where more people walk. Other sites are located in business park settings, where people may need to take a circuitous route to access the building entrance and/or walk through parking lots.

One way to measure pedestrian accessibility is to evaluate transit “walkshed.” This method will not provide a complete picture of walkability but will help to understand the area that can be reached by walking from a specific origin. The transit walkshed maps show the transit stops that are within a one-mile walking distance to the sites. The purpose of these maps is to demonstrate the availability and proximity of transit stops to people at each site and the walking conditions to access the sites.

The Main Campus and Emeryville sites are served by multiple transit stops wellwithin walking distance via available streets and sidewalks. The Bohannon, Watson Court and PATC sites are served by limited transit stops and also have missing sidewalks between the available transit stops and the respective campus sites. These sidewalk gaps may deter people from taking transit and walking the last leg of their trip to work.

Bicycle Access to Transit

Finally, the bikeway network is shown for sites within biking distance to major rail stations, including the Emeryville, Main campus, and Redwood City sites. The Main campus bikeway network extends all the way to the Caltrain station. There are gaps in the bikeway network between the Redwood City and Emeryville sites and their respective rail stations, Caltrain and Amtrak. These gaps may deter people from taking rail and completing the last mile by bicycle.

Multimodal Access within One-Mile Walkshed of Campus

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REDWOOD CITY

Site Characteristics

PEOPLE COMING TO CAMPUS

The nine sites analyzed in this report serve a range of different affiliate types with different implications for travel patterns, parking demands, and TDM program effectiveness. Different types of SUMC affiliates traveling to the sites include clinical and administrative employees, contractors and vendors, patients, and visitors. Typical times and associated travel patterns for each group of affiliates are illustrated in the table to the right.

The mix of different campus affiliates depends upon the type of facility. Among those analyzed for this report, four sites are administrative only, two offer patient care only, and three serve both clinical and administrative uses.

The administrative sites house employees who primarily work a typical Monday through Friday, 8:00 a.m. to 5:00 p.m., work schedule (though the Newark site also includes off-peak tech support staff).

The patient-care sites host employees both during the typical work hours and outside of these hours. The five sites offering patient care each offer a variety of services from short appointments and outpatient care to intensive surgeries and long-stay admissions.

Facilities which offer administrative or outpatient services are expected to house employees whose work shifts start and end near typical business hours. These time periods and shifts represent the times during which the parking supply is most likely to be at or near capacity. However, this time period is also the one with the most transit service and when alternative transportation options are likely to be most attractive.

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NEWARK

The Main Hospital Campus is the only site under analysis that provides inpatient care, which means that employees arrive and depart from the main campus for multiple shifts, including daytime (6:00 a.m. arrival), swing shift (1:00 p.m. arrival), and night shift (6:00 p.m. arrival). Services available at the Main Campus vary from emergency room visits to routine laboratory work, and encompass both short visits and long stays.

The Stanford Medical Outpatient Center (Redwood City) has approximately 996 employees. It contains multiple diagnostic clinics and imaging centers, as well as orthopedic surgery suites and overnight observation rooms for sleep medicine— creating parking demand at different hours.

The Byers Eye Institute and Stanford Ear Institute (Watson Court) has approximately 170 employees and provides short visit eye exams as well as more intensive facial surgery. Patients use this facility for one-time visits, short biannual checkup visits, as well as longer procedures.

The Emeryville site currently offers LPCH specialty services for children related to chronic diseases such as Cystic Fibrosis, as well as neurology and surgery. A new SUMC facility is currently being remodeled adjacent to the existing Emeryville site and will offer a wider variety of healthcare services.

While it is an outpatient facility, the South Bay Cancer Center offers many services and procedures expected to require multiple hour stays at the facility, such as hormone injections, chemotherapy, or surgery. This facility makes up 67,200 square feet and employs approximately 250 personnel.

Bohannon, Page Mill, Palo Alto Technology Center (PATC), and Newark campuses provide administrative services. Bohannon is the administrative site for the Stanford Children’s Health services. It is located in Menlo Park, has approximately 760 employees, and operates in a 137, 800 square foot building. Page Mill is the administrative facility for both Stanford University Medical Center and Stanford Children’s Hospital. The site is located in a 63,200 square foot facility and has approximately 305 employees. PATC is located in the eastern part of Palo Alto. It has approximately 950 employees on the 160,800 square foot campus. Finally, the Newark site is the corporate office for Stanford University Medical Center. At 179,500 square feet and approximately 1,200 employees, the Newark campus is the second largest site in the system.

Approximate Number of Employees

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WATSON COURT PATC

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BOHANNON

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NEWARK

BOHANNON

Building Square Footage

EMPLOYEE CURRENT COMMUTE MODE

SUMC employees surveyed in November 2015 displayed commute patterns that are significantly more multimodal than the regional average.

Survey data is not available, or had inadequate sample sizes, for employees who work at the Emeryville, Newark and the South Bay Cancer Center. The employee commute survey was administered by Stanford University Parking and Transportation Services in November 2015 with strong response rates from Main Campus, Redwood City (26%), Bohannon (26%), and PATC (33%). Page Mill and Watson Court had lower response rates (under 10% respectively).

At all the sites, more than half the employees drive alone to work, consistent with the nine-county Bay Area region as a whole. With free and/or cheap employee parking available at all sites there is little incentive for most employees to get to work by other modes. Many of the sites are located close to rail stations, along bus routes or are accessible by Stanford shuttles. This helps make transit the second most used mode. At most sites transit commutes make up 25-30%, which is significantly higher than the Bay Area as a whole (12%). The transit commute mode share at Page Mill and Watson Court are 15% and 10% respective, which is more similar to the regional average. The third most common commute mode at the surveyed sites is carpool, which represents 5-12% of commute trips. Finally, bicycle commuting represents 2-5% of employees at each site, which is above the nine county regional bike mode share.

Mode Split of Survey Respondents

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The majority of SUMC employees commute by driving alone.

PARKING SUPPLY AND OCCUPANCY

Parking is an important concern at many SUMC sites, and a resource that must be balanced between patients, visitors, and employees over the course of a day. Based on their needs, patients and visitors should ideally be prioritized in the use of parking at SUMC sites, with the remaining spaces available for employee usage. At most sites, employee parking and patient parking are designated in separate areas, and spillover from employees into patient parking areas is limited. The rate of provision of parking relative to the number of employees varies significantly across the different sites. At Watson Court, there is one parking space available for every 1.4 employees, while the parking supply allocated to Stanford University Medical Center at the Newark campus means there is one parking space for every 2.1 employees. At the South Bay Cancer Center, there is one parking space for every 1.7 employees.

Parking Fees

Self-parking is free for employees and patients at all but two study sites.

At the Main Campus, both patients and employees must pay for parking. Patients can either valet park or self-park their car. Valet parking is available at the Main Hospital or at Blake Wilbur Cancer Center. Both are free for the first hour; at the Main Hospital, the charge is $10 for 2-8 hours and at Blake Wilbur, the charge is $12 for 2-8 hours. At both facilities, the daily maximum is $15. Self-parking at the Pasteur Visitor Garage is free for the first hour, $2 for the second hour, $10 for eight hours, and up to $12 for a full day. Employees at the main campus may purchase one of three permits ‘A,’ ‘C,’ or ‘Z’. ‘A’ permits are $81 per month or $972 annually (equivalent to $4 per day) and allow employees to park in the lots and garages closest to the hospital. ‘C’ and ‘Z’ permits are $30 a month or $360 annually (equivalent to $1.50 per day) and allow employees to park in the lots and garages further from the main hospital. A shuttle is available to connect employees from the further parking areas to the hospital.

The current LPCH facility in Emeryville offers seven parking spaces for visitors and patients on site. Any patients or visitors after the first seven must pay for parking at one of the nearby structures. For tenants of the SUMC facility currently under development, a limited number of parking permits are provided to each tenant by the property management company, or employees can park at one of the nearby structures. Parking at the nearby Emeryville structures is $7 an hour with a maximum cost of $30 a day. The lots and garages in Emeryville are all shared with other businesses and are operated by the property management company.

Palo Alto Technology Center (PATC) and Redwood City provide free employee parking. Redwood City offers free patient valet parking for the first hour; after the first hour, patients are charged an $8 daily rate for valet parking. Bohannon and Emeryville share parking with other tenants. South Bay Cancer Center offers free parking for patients and employees; however, employees are not authorized to park on the first two floors of the parking structure.

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NEWARK BOHANNON

Existing Parking Occupancy

Parking Occupancy

Parking occupancy reaches 100% of spaces at several SUMC sites including Main Campus, PATC, and Newark. At the Main Campus, where new clinical facilities and 800 new spaces are currently under construction, approximately 140 to 160 valet spaces are currently used each day. At the Palo Alto Technology Center site, employee parking is also at or above 100% occupancy during peak hours on peak weekdays (Tuesday, Wednesday, and Thursday), and on-site parking ambassadors typically valet park vehicles to increase the capacity of the parking lots.

Other facilities such as Newark campus may also be operating at 100% occupancy during peak hours, but stacking has not been required due to the vacancy of surrounding buildings.

South Bay Cancer Center and Redwood City do not experience issues with limited parking supply for employees or patients and visitors. Recent occupancy counts at South Bay Cancer Center reveal peak-hour occupancy of 59% in the employee parking areas and 63% in the parking reserved for patients and visitors—well below optimal utilization rates of 85%. At Redwood City, valets report an 82% occupancy of all parking on-site.

Parking occupancy at Page Mill (90%) and Bohannon (87%) reflects the occupancy of all parking adjacent to these SUMC sites. Parking at these two sites is shared with other tenants and distinct parking occupancy by SUMC employees is unknown. Some buildings in the Page Mill office park are under renovation, indicating that parking may become an issue when the facility is fully-occupied.

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PATC

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BOHANNON

Stacked Vehicles at PATC due to over-capacity parking supply.

TDM/TRANSPORTATION AMENITIES

Transportation demand management (TDM) is the use of various strategies to reduce demand for use of single-occupant vehicles. These strategies include financial incentives such as parking-cash-out and subsidized transit passes as well as programs such as shuttle services, rideshare matching and promotional activities to raise awareness of multimodal transportation options. The availability and use of different TDM strategies varies widely across the SUMC system.

The Stanford Commute Club, which offers incentives to daily commuters to decrease automobile use, only applies to employees who primarily work at the Stanford University Medical Center Main Campus in Palo Alto. Employees who do not purchase a parking permit are eligible to join the Commute Club and receive financial and in-kind incentives including:

• Up to $300 per year in Clean Air Cash or Carpool Credit

• Reserved parking for carpools and vanpools

• Complimentary daily parking passes for carpoolers

• Vanpool subsidies of up to $300 per month

• Access to Stanford’s online Ridematching Service

• Rewards for participation in the Commute Buddy program, which matches people who want to try a new transportation mode, such as bicycling or transit, with an employee who uses that mode already

• Refer-A-Friend Program incentives of $50

• Emergency Ride Home program

• Zipcar driving credit up to $102 per year

• Up to 12 free hourly Enterprise Rent-A-Car vouchers per year

• Ability to purchase up to eight daily parking permits per month to use on days when employees need to drive

• Exclusive member gifts (bistro mug) and promotional drawings

Employees at satellite sites throughout the Bay Area do not have access to the Commute Club or any formal TDM program; however, employees at many satellite sites do have access to varying levels and types of transportation amenities typically included in a TDM program. These programs are mainly characterized by different combinations of bike parking infrastructure, Stanford and other shuttle stops, on-site amenities, EV parking, and carshare availability, as a few examples. Each of these are viewed as acting in supportive roles to encourage the use of alternative modes in getting to and from work.

Outside of the Main Campus, Redwood City and Emeryville have the most transportation offerings. At Redwood City, this includes Zipcar, EV charging spaces, Bay Area Bike Share, service from private shuttles, and bike parking (not weather protected). Emeryville also benefits from the presence of Zipcar, EV charging stations, bike parking, and the free Emery Go-Round which operates in the area. Bohannon, PATC, and South Bay Cancer Center offer some transportation programs. All three offer some level of bicycle parking, with South Bay Cancer Center and Bohannon also offering employee shower facilities. Bohannon and PATC are served by the free Marguerite shuttle and offer EV parking. The sites with the least robust existing set transportation amenities are Newark, Watson Court, and Page Mill. All three offer some form of bicycle parking and Page Mill and Watson Court are served by the Marguerite shuttle.

Communications with Employees

Effective communications is a crucial component of travel demand management and behavioral change. In the case of commute transportation, employing robust information dissemination strategies and feedback mechanisms will ensure employees are aware of their options and can make the best, informed decision for them regarding commute transportation.

Currently, Stanford University Medical Center employees receive information through a combination of three or four communications channels depending upon their worksite. Employees throughout the Stanford University Medical Center network use and have access to the intranet service, where transportation news and updates can be displayed. They may also receive information during the daily Huddle meetings, in which supervisors provide updates, and from the monthly management meetings at the Main Campus. At the Main Hospital Campus specifically, employees may receive information at the bi-weekly tabling events held to promote the Commute Club and other transportation news.

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Site Typology & Site Summaries

SITE TYPOLOGY

Using the context and site characteristics analyzed in the past two sections, the nine sites have been categorized into five site types:

• Transit-Oriented Urban

• Suburban Grid

• Suburban Curvilinear in Proximity to Main Campus

• Surburban Curvilinear

• Suburban Curvilinear Superblock

Shown first in the graphic to the right, the composition of the surrounding street network, described in terms of grid, curvilinear, and superblock layouts, strongly affect the ability to travel by travel modes such as bicycling and walking. The SUMC sites range from locations on a distinct street grid (Emeryville) to locations on the periphery of street grid environments (Main Campus and Redwood City) to a curvilinear street layout, which is characterized by many small, windy roads. The street network designation most challenging to alternative modes is the curvilinear superblock environment, which features long blocks with significant distances between intersections (Newark).

Next, the site typologies consider where the site falls in relation to the urban-rural transect concept. Urban sites are typically characterized by dense development with a mix of uses, many buildings in close proximity, a fine-grained street network and multiple multimodal options. Suburban settings have lower density development and often tend to have segregated uses within a more curvilinear street network. Rural sites are set in areas that feature agricultural land, open space, and large parcel residential development.

The third factor focuses on the range and relative competitiveness of transportation options. Sites like the Main Campus and Emeryville have multiple options that are able to compete with private automobiles in terms of travel time and convenience. Sites like Redwood City and PATC, Bohannon have more than one multimodal option but are more limited and not as attractive or competitive as driving. This may be due to lower frequencies of service, the need to make transfers, and/or an inability to reach certain destinations from the site. The Newark campus has very poor accessibility because it has almost no transit service, discontinuous bicycle access facilities, and shuttle options that are inconvenient and provide no flexibility.

The final descriptive factor relates to the presence of strong, limited, or poor existing transportation facilities, amenities, and travel demand management strategies. This factor reflects an assessment of the existing transportation amenities such as secure bike parking, car share vehicles, on-site shuttle services, and transportation marketing activities. These amenities promote and facilitate the use of alternative transportation modes.

MAIN CAMPUS

Transit Oriented Urban with Multiple Multimodal Accessibility Options and Strong Existing Facilities

Stanford University Medical Center’s Main Campus facility is located in Palo Alto, adjacent to the Stanford University campus. The Main Campus hosts both administrative and clinical employees. The Main Campus is also the only site analyzed as part of this report with inpatient services; thus, more employees at this site are likely to work during off-peak hours (swing shift and night shift) and have variable schedules. This complicates options for carpooling, transit access, and other efforts to encourage the use of alternative modes of transportation.

The Main Campus’s existing facilities includes 2.3 million square feet of administrative and medical space. After construction is completed, the Main Campus will grow to about 3.7 million square feet of building space.¹ The current and future employee counts were not yet available for this analysis.

Located within one-mile of the Palo Alto Caltrain station and the University Avenue corridor, the Main Campus benefits from numerous nearby destinations for retail, restaurants, and transportation. That being said, the El Camino Real corridor separates the campus from the downtown area, presenting a barrier between the two locations. Pedestrian tunnels and bridges partially mitigate the severance effects of El Camino Real and the Caltrain corridor.

Health Care employees at the Main Campus are eligible to participate in Stanford University’s Commute Club program, unlike Health Care employees at other sites. The program offers up to $300 per year in cash payments, as well as vanpool subsidies, Zipcar credit, and other benefits in exchange for agreeing to not purchase a parking pass.

Multimodal Transportation Access

Employees at the Main Campus have access to multiple transportation options spanning many modes. The pedestrian network is fine-grained and connected within and surrounding the Main Campus, with the exception of limited and difficult crossing conditions across El Camino Real and the Caltrain right-of-way. A strong internal network of accessible paths, continental crosswalks, bike facilities, and well landscaped public spaces encourages low-speed traffic and creates a walkable pedestrian environment within the campus, that can be compared with a walkable downtown environment.

The Main Campus site is served by a relatively strong network of Class II bike lanes and Class I paths on the street network and throughout the site. Key corridors such as El Camino Real are missing bicycle facilities and feature difficult crossing conditions for cyclists, and conditions for cyclists to the west and beyond Palo Alto tend to be less attractive or useful for cyclists.

Transit within a quarter-mile of the Main Campus site is provided by Stanford’s extensive Marguerite shuttle network in addition to fixed route services by SamTrans, VTA and Caltrain. This Marguerite service is provided free of charge to Stanford affiliates and the public alike. Beyond the quarter-mile walkshed, multiple public transit operators service the Palo Alto area, including SamTrans, VTA, Caltrain, and the City of Palo Alto. Both local and bullet trains stop at Palo Alto Caltrain station, which is the second busiest station in the Caltrain system after San Francisco’s 4th & King station.²

SamTrans’ ECR (El Camino Real) and VTA’s 522/22 services are most frequent service at 10 to 30 minute-intervals. The ECR runs north from the Palo Alto Transit Center to Daly City BART station from about 5:00 AM through 1:00 AM daily. VTA route 522/22 runs souths between Palo Alto and San José. Other services including SamTrans 281, 297, 397 and VTA 35 provide supplementary service.

Employees can make the first mile/last mile connection between Caltrain and other transit services by either a 20-minute walk, 7-minute bicycle ride, or use of multiple Stanford Marguerite shuttle routes.

Automobile Parking

At the Main Campus, Stanford University Medical Center visitors and patients may self-park in the Hoover Garage, Pasteur Visitor Garage, or valet park at 875/900 Blake Wilbur Drive, 300 Pasteur Drive Main Hospital, At the Stanford Medicine Outpatient Center, Blake Wilbur Building, and the Emergency Department, visitors and patients can valet park or self-park. All valet parking is free for the first hour and then $10-$12 for additional 1-8 hours.

Parking is also available for employees. Employees may purchase ‘A,’ ‘C,’or ‘Z’ parking permits to park in corresponding zones. A permits are $81 per month or $972 annually (about $4 per day) for premier parking locations close to key buildings. C and Z permits are $30 per month or $360 annually (about $1.50 per day) for parking spaces slightly further from key buildings. Employees may walk or take a short shuttle ride to other locations on campus. To accommodate current construction projects, 340 spaces are leased in the Stanford Shopping Center for additional parking capacity.

Current occupancy counts for parking at the Main Campus were not yet available for analysis in this report, though anecdotal reports indicate that parking demand exceeds supply. A large number of valets are used to expand supply and provide convenient patient access the SUMC Main Campus.

On-Site Facilities

In addition to the formal Commute Club incentives and programs offered to Main Campus employees, additional on-site facilities encourage and facilitate the use of alternative, sustainable modes. Bike lockers at the Main Campus are rented at a cost of $25 per month, with a waiting list for interested users. On-site showers further support employees who wish to bike, and Zipcar parking spots are located on site for non-automobile commuters who need to make occasional car trips from campus. In addition, the campus features Electric Vehicle (EV) charging spaces, providing the infrastructure necessary for EV users to park and charge their vehicles.

Pedestrian assistance at Main Campus

EMERYVILLE

Transit Oriented Urban with Multiple Multimodal Accessibility Options and Strong Existing Facilities

Stanford Children’s Health Specialty Services, located at the Emeryville site, provides outpatient care with a care team of seventeen doctors. These healthcare professionals specialize in a variety of fields, including neurology, orthopedics, pulmonary medicine, nutrition, and endocrinology. Patients may visit for services such as one-time surgery or regular visits for chronic condition maintenance, creating irregularity in transportation patterns that generate different parking occupancies depending on patient need. Scheduled appointments operate within a regular business hour schedule, meaning that employee parking demand creates opportunities to develop additional, scheduled transit services or carpooling plans with colleagues. Ongoing construction of new facilities and new garage space will modify current parking capacity. Stanford Children’s Health Services will lease the existing entire back parking lot from the office complex landlords, Wareham Development, to accommodate parking need before the parking garage reaches completion.

The Emeryville site is located in a dense, urban environment with a well-connected road network with high intersection density. Commercial, residential, industrial, green space, and mixed use land uses surround the site, providing attractive destinations for patients and doctors that live, eat, and shop in the adjacent neighborhood.