Resolution/Accepting the Monroe Street Bikeway Planning Study and Approving a Roadway Concept Page 1 of 2 Rev: 07/17/2024
RESOLUTION NO. 24-9368
A RESOLUTION OF THE CITY OF SANTA CLARA,
CALIFORNIA, ACCEPTING THE CITY OF SANTA CLARA
MONROE STREET BIKEWAY PLANNING STUDY AND
APPROVING A ROADWAY CONCEPT
WHEREAS in 2021, the City received a Santa Clara Valley Transportation Authority (VTA) Measure B grant totaling $140,000 to prepare the Monroe Street Bikeway Planning Study (“Study”);
WHEREAS, in December 2022, the City Council approved retaining Alta Planning & Design to assist with development of the Study;
WHEREAS, the development of the Study was a collaborative effort involving the public, various stakeholders, the Santa Clara Bicycle and Pedestrian Advisory Committee, the Santa Clara Senior Advisory Commission, the Santa Clara Parks and Recreation Commission, and the Santa Clara Youth Commission;
WHEREAS, the Study identifies concepts for infrastructure improvements designed to encourage bicycling and walking as a safe and healthy alternative to the motor vehicle; WHEREAS, the City conducted significant community outreach to understand the issues and obtain feedback on concept alternatives, and this outreach consisted of five community meetings, six pop-up events, one City Council study session, City Council briefings, three online surveys, social media, street signs posted along the corridor, mailed notices, a project website, a project email address, a project phone number, and City website; WHEREAS, the Study is consistent with the goals and policies of the City of Santa Clara Complete Streets Policy, Bicycle Plan Update 2018, and the mobility and transportation element of the 2010-2035 General Plan;
WHEREAS, at its June 17, 2024 meeting, the Santa Clara Bicycle and Pedestrian Advisory Committee recommended City Council approve the Study; and //
WHEREAS, the adoption of the Plan is exempt from California Environmental Quality Act (CEQA) review pursuant to Sections 15378(a) and 15301 ( c) of the California Code of Regulations.
NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. The City of Santa Clara hereby accepts the Monroe Street Bikeway Planning Study as attached and referenced herein.
2. The City of Santa Clara hereby approves the roadway concept entitled "Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides" as the preferred alternative.
3. 4.
Direct City staff to take appropriate actions to implement the preferred roadway option.
Effective date. This resolution shall become effective immediately.
I HEREBY CERTIFY THE FOREGOING TO BE A TRUE COPY OF A RESOLUTION PASSED
AND ADOPTED BY THE CITY OF SANTA CLARA, CALIFORNIA, AT A REGULAR MEETING THEREOF HELD ON THE 24rH DAY OF SEPTEMBER, 2024, BY THE FOLLOWING VOTE :
AYES: COUNCILORS:
NOES: COUNCILORS:
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
Attachments incorporated by reference:
1. Monroe Street Bikeway Planning Study
Becker, Hardy, Park, and Watanabe and Mayor
Gillmor
None
Chahal and Jain
None
ATTEST~• /)
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ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Resolution/Accepting the Monroe Street Bikeway Planning Study and Approving a Roadway Concept Page 2 of 2 Rev: 07/17/2024
City of Santa Clara
Monroe Street
Bikeway
Planning Study
DRAFT FINAL | May 2024
Prepared by
Acknowledgments
City Council
Lisa M. Gillmor
Mayor
Kathy Watanabe
District 1
Raj Chahal
District 2
Karen Hardy
District 3
Kevin Park
District 4
Sudhanshu “Suds” Jain
District 5
Anthony Becker
Vice Mayor, District 6
City of Santa Clara Staff
Craig Mobeck
Director of Public Works
Michael Liw
Assistant Public Works Director
Steve Chan
Transportation Manager
Carol Shariat
Principal Transportation Planner
Ralph Garcia
Project Manager, Senior Civil Engineer
Nicole He
Associate Engineer
Stakeholders
Santa Clara Valley Transportation Authority
County of Santa Clara
Santa Clara Unified School District
Wilcox High School
Boards and Commissions
Bicycle and Pedestrian Advisory Committee
Senior Advisory Commission
Parks and Recreation Commission
Youth Commission
Consultant Team
Alta Planning + Design
Kimley-Horn
Funding Provided by VTA
This study would not have been possible without
the generous funding provided by the Santa Clara
Valley Transportation Authority 2016 Measure B.
2 Mon roe Street Bikeway Planning Study Cit y of Santa Clara 2016
MEASURE B
YA
Contents
EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Scope of Study.................................................................. 7 City Council Decision ............................................................. 7 01 . INTRODUCTION AND BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Origins of the Study .............................................................. 9 02 . EXISTING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Roadway Characteristics......................................................... 13 03 . CORRIDOR ALTERNATIVE CONCEPTS
AND ANAL YSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Alternative Concepts ............................................................ 29 Corridor Design Concepts ....................................................... 34 Traffic Analysis................................................................. 48 Summary ...................................................................... 72 04 . COMMUNITY ENGAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76 Engagement Strategies .......................................................... 77 Phase 1 Engagement Summary Findings ............................................ 82 Phase 2 Engagement Summary Findings ........................................... 84 Phase 3 Engagement Summary Findings ........................................... 86 05 . RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Final Recommendation .......................................................... 89 Next Steps and Funding ......................................................... 90 APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 A-1. Existing Conditions and Parking Utilization Memorandum A-2. Traffic Analysis Memorandum
B. Speed Survey Results
C-1. Community Survey #1 Results
C-2. Community Survey #2 Results
C-3. Community Survey #3 Results
D. Community Engagement Materials
City of Santa Clara Mo nroe Street Bikeway Planning Study 3
List of Figures
Figure 1. Monroe Street Bikeway Study Schedule .................................... 10 Figure 2. Map of Monroe Street Corridor Study Area ................................. 13 Figure 3. Map of Monroe Street Corridor Study Intersections .......................... 17 Figure 4. Monroe Street Collision Profile ............................................ 20 Figure 5. Map of Bicycle-Involved Collisions ......................................... 22 Figure 6. Current Average Parking Availability Rates During Peak Periods ................ 26 Figure 7. Existing Conditions/No Build Cross-Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Figure 8. Existing Conditions/No Build Typical Cross-Section Alongside Wilcox High School and Variation from Typical Existing Condition ............ 32 Figure 9. Concept A: Two Lanes, Center Turn Lane, Buffered Bike Lanes, Parking on Both Sides - Typical Condition ......................................... 36 Figure 10. Concept A: Two Lanes, Center Turn Lane, Buffered Bike Lanes, Parking on Both Sides - Alongside Wilcox High School .............................. 38 Figure 11. Concept B: Two Lanes, Center Turn Lane, Parking-Protected Bike Lanes - Typical Condition .................................................. 40 Figure 12. Concept B: Two Lanes, Center Turn Lane, Parking-Protected Bike Lanes – Alongside Wilcox High School ........................................ 42 Figure 13. Concept C: Four Lanes, Buffered Bike Lanes, Remove Parking on One Side - Typical Condition ................................................ 44 Figure 14. Concept C: Four Lanes, Buffered Bike Lanes, Remove Parking on One Side – Alongside Wilcox High School ......................................... 46 Figure 15. Level of Service Analysis for Existing Conditions and Concept C – Weekday AM and PM Peak Hours ................................................ 52 Figure 16. Level of Service Analysis for Concepts A and B (Lane Removal) – Weekday AM and PM Peak Hours ................................................ 54 Figure 17. Level of Service Analysis for Existing Conditions and Concept C – Saturday ..... 56 Figure 18. Level of Service Analysis for Concepts A and B (Lane Removal) – Saturday ...... 58 Figure 19. Level of Service Analysis for Existing Conditions and Concept C – Midday ...... 60 Figure 20. Level of Service Analysis for Concepts A and B (Lane Removal) – Midday ....... 62 Figure 21. Average Parking Occupancy During Peak Periods ........................... 66 Figure 22. Average Parking Occupancy Anticipated – Monroe Street North Side Parking Removed ............................................................. 68 Figure 23. Average Parking Occupancy Anticipated – Monroe Street South Side Parking Removed ............................................................. 70 Figure 24. Agenda and Observation Locations (X indicates locations) ................... 77 Figure 25. Survey Results - Relation to Monroe Street ................................ 86 Figure 26. Ranked Choice Voting Results ........................................... 87 4 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara
List of Tables
Table 1. Corridor Travel Time ..................................................... 16 Table 2. Corridor and Surrounding Networks Level of Service .......................... 16 Table 3. Study Intersections ...................................................... 17 Table 4. Monroe Street Average Daily Traffic Counts ................................. 18 Table 5. Monroe Street Speed Survey Results ....................................... 23 Table 6. Availability Summary by Location .......................................... 25 Table 7. Average Utilization and Availability by Day and Time .......................... 25 Table 8. Estimated Collision Reductions with Crash Modification Factors (2017–2022) ..... 48 Table 9. Modeled Travel Time Changes (in minutes) .................................. 50 Table 10. Level of Service Analysis Results .......................................... 51 Table 11. Estimated Parking Availability on Monroe Street with Parking Removal Scenarios .. 65 Table 12. Analysis Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72 Table 13. Benefits Summary ...................................................... 74 Table 14. Online Survey #2 Results – All Responses (118 responses)..................... 85 Table 15. Online Survey #2 Results – Wilcox High School (18 responses) ................. 85 Table 16. Generalized Planning Level Costs – Bikeways ............................... 90 Table 17. Generalized Planning Level Costs – Spot Improvements ....................... 90 City of Santa Clara Mo nroe Street Bikeway Planning Study 5 Executive
Summary
EXECUTIVE SUMMARY
Scope of Study
The City and project consultant, Alta Planning
+ Design, began working on the Monroe Street
Bicycle Planning Study in January 2023 and
expect it to be completed by fall 2024. The study
will identify the most feasible design to reallo -
cate roadway space to provide 1.75 miles of bike
facilities along Monroe Street from San Tomas
Expressway to Lawrence Expressway. The goal
of the study is to identify bicycle infrastructure
improvements that will close bicycle network
gaps, increase mobility, and encourage the public
to choose more sustainable modes of transpor-
tation. The study includes reviewing potential
project options with parking or lane removal. The
project team has invited nearby residents, busi-
ness owners, public health professionals, school
staff, commuters, and community leaders to take
part in the study process. This report contains
a traffic and parking analysis, street design
concepts, and a discussion on opportunities and
constraints of the potential design options.
It should be noted that the study is only a plan -
ning level document and does not include design,
environmental review, or construction of any
alternative. Additional funds would be required to
design and construct the preferred alternative.
City Council Preferred
Concept
To be determined
City of Santa Clara Mo nroe Street Bikeway Planning Study 7
01. Introduction
and
Background
01 . INTRODUCTION AND BACKGROUND
Origins of the Study
Santa Clara Countywide Bicycle Plan Update 2018
City of Santa Clara 2010-2035 General Plan
City of Santa Clara Bicycle Plan Update 2018
City of Santa Clara Climate Action Plan
Both the City of Santa Clara and the Santa Clara
Valley Transportation Authority (VTA) have
adopted plans highlighting the need for bicycle
facilities on Monroe Street to improve local and
regional bike access. The City of Santa Clara
2010-2035 General Plan recommended a Class
III bike route along the Monroe Street Study
Corridor. The City’s Bicycle Plan Update 2018
identifies a Class IIB buffered bike lane along the
study corridor and a spot improvement at the
Monroe Street and San Tomas Aquino Creek Trail
intersection as high-priority projects to improve
connectivity in the City’s bike network. The
Monroe Street Study Corridor is identified as a
priority “Cross County Bicycle Corridor” by VTA in
the Santa Clara Countywide Bicycle Plan Update
2018 as it connects a Class II bike lane in the City
of Sunnyvale to another Class II bike lane in the
City of Santa Clara. Both the City’s Bicycle Plan
Update 2018 and the VTA Countywide Bicycle
Plan Update 2018 identify a high-priority spot
improvement at the San Tomas Expressway and
Monroe Street intersection. This Monroe Street
Bikeway Study also supports the City of Santa
Clara Climate Action Plan by identifying strategies
to improve connectivity for people biking and
walking and reduce their level of traffic stress
to encourage mode shifts from vehicles toward
more sustainable modes such as biking and
walking.
In October 2021, the City received a grant award
from the VTA in the 2016 Measure B Bicycle/
Pedestrian Planning Studies competitive grant
program for the Monroe Street Class II Buffered
Bikeway Study, a priority project in the City
of Santa Clara’s Bicycle Plan Update 2018. In
January 2023, the City Council approved an
agreement for a Bikeway Study for Monroe Street
(“Study”). This Study identifies the feasibility
of bicycle improvements along a 1.75-mile-
long section of Monroe Street from Lawrence
Expressway to San Tomas Expressway.
City of Santa Clara Mon roe Street Bikeway Planning Study 9 Celebrating Our
Past, Present and
V ~1t:i~~
----
01 . INTRODUCTION AND BACKGROUND
Study Objectives Timeline
Figure 1 . Monroe Street Bikeway Study Schedule
The Study identifies bicycle improvements neces -
sary to expand the existing active transportation
network, close network gaps, provide greater
connectivity to public transportation, increase
mobility, and encourage the public to choose
more sustainable modes of transportation. The
Study also includes a review of potential options
for parking removal or lane reductions. It should
be noted that this project is only a planning level
effort and does not include design, environmental
review, or construction of any concept.
In developing the Study, there were four main
phases of planning:
• Phase 1: Information Gathering and Existing
Conditions Analysis
• Phase 2: Develop and Share Roadway
Concepts
• Phase 3: Review Technical Analysis and
Revised Concepts
• Phase 4: City Council Review and
Consideration
A graphic of the project timeline is shown in
Figure 1.
10 Mon roe Street Bikeway Planning Study Cit y of Santa Clara Phase 1
Community Workshops
Phase 2
Commun ity Workshops
Information Ga therin g +
Communi ty Survey
Deve lop and Share Roadway Concepts
NI -
.
01 . INTRODUCTION AND BACKGROUND
Bicyclist heading westbound on Monroe Street near Marchese Way City of Santa Clara Mo nroe Street Bikeway Planning Study 11
02. Existing
Conditions
02 . EXISTING CONDITIONS
Roadway Characteristics
Figure 2 . Map of Monroe Street Corridor Study Area
of mixed-use commercial is also located on the
corridor near the Lawrence Expressway inter-
section. Many important community destinations
along or just off the corridor include Lawrence
Caltrain Station, Everett N. “Eddie” Souza Park,
and the San Tomas Aquino Creek Trail. Bicycle
lanes on Monroe would connect to the existing
Reed Street bicycle lanes in Sunnyvale on the
west side of Lawrence Expressway. This study
corridor would connect to approximately three
miles of existing bicycle lanes on Monroe Street
from San Tomas Creek Trail to the Westfield
Valley Mall. The study corridor is also an unbuilt
segment of a Cross-County Bicycle Corridor
recommended in the Santa Clara County Bicycle
Plan.
This Study evaluates a 1.75-mile-long section of
Monroe Street from the Lawrence Expressway to
the San Tomas Expressway, as shown in Figure
2. This east-west segment of Monroe Street has
four to five lanes and a posted speed limit of
35 miles per hour (mph). There are currently no
bicycle facilities within the project area, but bike
lanes start on Monroe Street east of San Tomas
Expressway. There are existing bicycle lanes
on Monroe Street between Chromite Drive and
San Tomas Expressway. The bicycle lanes end
abruptly and conflict with minimum width recom -
mendations in the City’s Bicycle Master Plan.
Residential uses and schools, including Wilcox
High School, make up the majority of land uses on
the Monroe Street Study Corridor. A small pocket
Wilcox
High
School
City of Santa Clara Mo nroe Street Bikeway Planning Study 13 02 . EXISTING CONDITIONS
Study Area Observations
Observations were taken in May 2023 at multiple
locations on the corridor during Wilcox High
School dismissal time when there is the greatest
demand for bicycling and the highest vehicle
congestion.
At Calabazas Boulevard and Monroe Street
• Vehicles queue at the school loop and theater
parking lot, both designated pickup locations.
• Students ride on sidewalks and the street.
Sidewalk riding could be attributed to bicy-
clists not feeling comfortable sharing the travel
lane with vehicles since there is no dedicated
bicycle lane. The narrow sidewalk forces
cyclists onto the road at times.
From Calabazas Creek to Glade Drive on Monroe
Street
• Vehicles queue at the school loop and theater
parking lot, both designated pickup locations.
• Students ride on sidewalks and the street. The
narrow sidewalk forces cyclists onto the road
at times. Most students ride on the sidewalk
The Monroe Street Study Corridor is generally made up of four vehicular travel lanes that transition to four lanes and a center two-way left-turn lane in front of Wilcox High School. The image above is looking east on Monroe at the Calabazas Boulevard intersection.
due to the high volume of cars during dismissal
time.
From Glade Drive to Meadowbrook Drive on
Monroe Street
• People biking utilize the road going eastbound.
• People biking utilize sidewalks going
westbound.
• Vehicles make U-turns and queue up for
school loop entrance.
At Meadowbrook Drive and Monroe Street
• There are high vehicle speeds on Monroe;
vehicles exiting the school loop peel out to
keep up.
• Some vehicles fail to yield to pedestrians at
the Pedestrian Hybrid Beacon (PHB) crossing
and go around stopped vehicles.
• Vehicles stopping for PHB signal slow down
vehicles exiting from the school loop.
14 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 02 . EXISTING CONDITIONS
At Machado Avenue, Francis Avenue, and
Monroe Street
• Vehicles traveling fast on Monroe do not slow
down when transitioning to Francis Avenue.
• Francis Avenue is challenging for cyclists and
pedestrians.
• There are difficult sightlines and complex
vehicle movements at Machado/Monroe.
• Left-turning vehicles from Machado pull into
the bike lane to see what is coming.
• Left-turning vehicles onto Machado must stop
with fast-moving cars behind them.
• People biking cross to the north side of
the street to avoid the Francis/Machado
intersection.
Wilcox High School students using the sidewalk
following school dismissal.
A bicycle rider looking out for vehicles crossing the
bicycle lane at the skewed Monroe Street, Machado
Avenue, and Francis Avenue intersection.
Vehicle crossing the bicycle lane to travel eastbound from Monroe Street to Francis Avenue.
At San Tomas Aquino Creek Trail and Monroe
Street
• There is fast-moving traffic on Monroe, but
vehicles stop for the crossing signal.
• Cyclists ride the wrong way on the south side
of Monroe, both in the bike lane and on the
sidewalk.
• Cyclists wait for the crossing signal to go
northbound.
• Traffic for the left turn onto San Tomas
Expressway backed up traffic so that cars
blocked the bike lane at the intersection.
City of Santa Clara Mo nroe Street Bikeway Planning Study 15 02 . EXISTING CONDITIONS
Table 1 . Corridor Travel Time
Time Period Corridor Travel Time
(min:sec)
Westbound
AM Peak 10:25
PM Peak 06:45
Midday 07:00
Saturday 06:22
Eastbound
AM Peak 07:14
PM Peak 11:19
Midday 07:23
Saturday 05:57
Table 2 . Corridor and Surrounding
Networks Level of Service
Time Period Meets Standard Substandard
AM Peak 22 4
PM Peak 23 3
Midday 26 0
Saturday 26 0
Traffic
The project team evaluated the time it currently
takes to travel the entire length of the study
corridor in a car at multiple periods (on a weekday
morning between 7:00 and 9:00 a.m., midday
between 1:30 and 3:30 p.m., and evening
between 4:00 and 6:00 p.m., and on Saturday
between 11:30 a.m. and 1:30 p.m.). During the
busiest time of day going westbound (AM peak
period from 7:00 to 9:00 a.m.), it takes an average
of 10 minutes and 25 seconds to travel the entire
corridor. The AM peak period includes high
school traffic, whereas the PM peak period is
minimally affected by high school traffic. During
the busiest time of day going eastbound (PM
peak period from 4:00 to 6:00 p.m.), it takes an
average of 11 minutes and 19 seconds to travel
the entire corridor, as shown in Table 1: Corridor
Travel Time .
The project team also modeled the traffic delay
or Level of Service (LOS) at 26 intersections
along the study corridor and surrounding streets.
Based on the level of delay, each intersection
gets a letter grade A through F. Intersections
with LOS A through D meet City standards.
Intersections with LOS E meet standards for El
Camino Real (a state highway) and any county
expressway. Otherwise, LOS E and F are consid-
ered substandard. Four of the 26 intersections
studied are currently substandard in the AM
peak period, and three are substandard in the
PM peak period on weekdays, as shown in Table
2: Corridor and Surrounding Networks Level
of Service. For more details on the current and
estimated LOS and anticipated traffic impacts,
see Chapter 3: Corridor Alternative Concepts
and Analysis.
16 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 02 . EXISTING CONDITIONS
Table 3 . Study Intersections
Corridors (East-West)
Cross Streets (North-South)
Kifer Rd Walsh Ave Monroe St Cabrillo Ave
1. Lawrence Expwy 5. Northwestern Pkwy 7. Lawrence Expwy 20. Lawrence Expwy
2. La Rambla Ave 6. San Tomas Expwy 8. Nobili Ave 21. Nobili Ave
3. Corvin Dr 9. Monticello Way 22. Fordham Dr
4. Bowers Ave 10. Calabazas Blvd 23. Calabazas Blvd
11. Glade Dr 24. Francis Ave
12. Meadowbrook Dr 25. Bowers Ave
13. Chromite Dr 26. San Tomas Expwy
14. Bowers Ave
15. Quinn Ave
16. South Dr-Marmon Ct
17. San Tomas Aquino Crk
18. Roosevelt Cir
19. San Tomas Expwy
Figure 3 . Map of Monroe Street Corridor Study Intersections City of Santa Clara Mon roe Street Bikeway Planning Study 17 ■
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02 . EXISTING CONDITIONS
Monroe Street sees anywhere from 6,000 to
15,000 vehicles over the course of an entire day,
with higher volumes on weekdays, as shown in
Table 4.
Table 4 . Monroe Street Average Daily Traffic Counts
# Location Eastbound Westbound Total
1 Pacific Dr 7-Day 7,258 7,157 14,415
Weekday (T-Th) 7,723 7,440 15,163
Weekend (Sat, Sun) 6,218 6,264 12,482
2 Nobili Ave 7-Day 5,640 6,278 11,918
Weekday (T-Th) 6,160 6,559 12,719
Weekend (Sat, Sun) 4,532 5,387 9,919
3 Fordham Dr 7-Day 5,456 6,172 11,628
Weekday (T-Th) 5,990 6,684 12,675
Weekend (Sat, Sun) 4,275 5,018 9,293
4 Marchese Way 7-Day 5,257 5,347 10,604
Weekday (T-Th) 5,785 5,597 11,382
Weekend (Sat, Sun) 4,144 4,588 8,732
5 Glade Dr 7-Day 4,693 5,105 9,798
Weekday (T-Th) 5,151 5,399 10,550
Weekend (Sat, Sun) 3,756 4,302 8,058
6 Meadowbrook Dr 7-Day 4,778 4,839 9,617
Weekday (T-Th) 5,329 5,135 10,464
Weekend (Sat, Sun) 3,622 4,049 7,671
7 Brown Ave 7-Day 4,039 4,373 8,412
Weekday (T-Th) 4,449 4,574 9,024
Weekend (Sat, Sun) 3,167 3,755 6,922
8 Gallup Dr 7-Day 4,868 5,189 10,057
Weekday (T-Th) 5,383 5,427 10,810
Weekend (Sat, Sun) 3,876 4,505 8,381
9 Roosevelt Cir 7-Day 5,716 6,058 11,774
Weekday (T-Th) 6,219 6,309 12,528
Weekend (Sat, Sun) 4,719 5,352 10,071
18 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 02 . EXISTING CONDITIONS
Safety
Between 2017 and 2022, there were 130 colli-
sions along the Monroe Street Study Corridor,
with five resulting in a fatality or serious injury,
including a pedestrian fatality at the intersection
with Augusta Place. Furthermore, of the 130 colli -
sions, nine involved bicyclists and seven involved
pedestrians. The primary crash factor was unsafe
speeds (37 collisions), followed by improper
turning (28 collisions). Broadside and rear-end
collisions made up 60% of the total collisions. For
collisions involving pedestrians, the pedestrians
were in the crosswalk 64% of the time when they
were struck. A total of 11 bicycle and pedestri-
an-involved collisions occurred on the west side
of the corridor (west of Brown Avenue), primarily
between Nobili Avenue and Monticello Way.
Along this segment, four bicycle and pedestri -
an-involved collisions occurred. Additionally, most
collisions occurred during morning and afternoon
commute hours (6:00 to 8:00 a.m. and 5:00 to
7:00 p.m.). The results are summarized in Figure
4 and Figure 5.
City of Santa Clara Mo nroe Street Bikeway Planning Study 19 02 . EXISTING CONDITIONS
Figure 4 . Monroe Street Collision Profile
20 Mon roe Street Bikeway Planning Study Cit y of Santa Clara
MONROE STREET BIKEWAY STUDY
COLLISION PROFILE, 2017 - 2022
KIFER RD
,---- --- --- 0- ------- ===== ----- ------- -9 0
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This map shows density of injury-causing
collisions at intersections and on every
block in the study corridor and parallel
streets {Kifer Rd, Cabrillo Ave, and El
Camino Real). Collision data from 2017 to
2022 was provided by the City of Santa
Clara.
alta
0.25 INJURY-CAUSING COLLISIONS
Number at Intersection Number on Block
0 1
0 2 -3
0 4-5
0 6 - 10
Q 11-1 2
= 1
= 2-3
= 4-5
- 6 - 10
- 11 -18
WALSH AVE
Cabrillo
Middle
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0.5 MILES
STUDY FEATURES
- - - - City Boundary
Parks
Santa Clara City
D Monroe Street Bikeway
Study Limits
Schoo ls
02 . EXISTING CONDITIONS
City of Santa Clara Mon roe Street Bikeway Planning Study 21
COLLISION CHARACTERISTICS
ALL COLLISIONS ON MONROE STREET
l otal KSII
All Collisions 130 5
Alcohol Involved 9 1
Speeding Involved 37 2
Collisions After Dark 44 3
Bicycle Pedestrian
9 7
0 0
1 0
1 3
Two of the Killed or Serious Injury (KS/) crashes on Monroe Street involved pedestrians.
One occurred near Pacific Drive and one at Augusta Place. There were no bicycle KS/s.
PRIMARY CRASH FACTOR
Unsafe Spee<!
Improper Turning 28
Auto R/W Violation 19
Traffic Signals and
Signs 13
Driving Under 9 Influence
0 5 10 15 20 25 l) 35
Number of Collisions
COLLISIONS BY TIME OF DAY
20 Property Damage Only
Complaint of Pain
15 -
Minor Injury
(I)
-
Severe Injury C
0 :ia 10 -
Fatality
8 5
PEDESTRIAN LOCATION
WHEN STRUCK
- Crossing In Crosswalk At Intersection
- Crossing Not In Crosswalk
TYPE OF COLLISION
- Broadside
- Rear-End
- (){her
Sideswipe
02 . EXISTING CONDITIONS
Figure 5 . Map of Bicycle-Involved Collisions
22 Mon roe Street Bikeway Planning Study Cit y of Santa Clara
MONROE STREET BIKEWAY STUDY
BICYCLE COLLISIONS
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This map shows density of injury-causing
collisions at intersections and on every
block in the study corridor and parallel
streets (Kifer Rd, Cabrillo Ave, and El
Camino Real).
Collision data from 2017 to 2022
was provided by the City of Santa Clara.
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STUDY FEATURES
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02 . EXISTING CONDITIONS
Table 5 . Monroe Street Speed Survey Results
Speed Location (Eastbound) 85th Percentile Speed
(mph)
Percentage of People Driving
>35 mph
Pacific Dr 36 20.8%
Nobili Ave 33 40.3%
Fordham Dr 38 28.4%
Marchese Wy 37 23.3%
Glade Dr 39 37.6%
Meadowbrook Dr 39 47.2%
Brown Ave 41 60.1%
Gallup Dr 44 80.9%
Roosevelt Cir 33 9.3%
Eastbound Average 38 38.7%
Speed Location (Westbound) 85th Percentile Speed
(mph)
Percentage of People Driving
>35 mph
Pacific Dr 33 9.3%
Nobili Ave 37 25.8%
Fordham Dr 37 23.0%
Marchese Wy 37 25.1%
Glade Dr 39 37.9%
Meadowbrook Dr 39 38.8%
Brown Ave 42 64.7%
Gallup Dr 44 80.8%
Roosevelt Cir 33 6.5%
Westbound Average 38 34.7%
Corridor Average 38 36 .7 %
SPEED DATA
The City collected vehicle speed data using
pneumatic tubes at nine locations along the
corridor across seven days (March 31 to April 6,
2023). Monroe Street has a posted speed limit
of 35 miles per hour (mph). Over 80% of people
driving vehicles in both directions at Monroe
Street and Gallup Drive exceeded the 35-mph
speed limit during the study period. As shown in
Table 5: Monroe Street Speed Survey Results,
the 85th percentile speeds ranged from 33 to
44 mph, averaging 38 mph. The 85th percentile
speed is the speed at which 85% of the people
driving on a road segment travel at or below.
Based on this speed survey, the Study presents
an opportunity to reduce vehicle speeds through
thoughtful roadway design changes.
City of Santa Clara Mo nroe Street Bikeway Planning Study 23 02 . EXISTING CONDITIONS
Monroe Street accommodates 319 parking spaces
along the project corridor and 884 parking spaces
on side streets (extending 500 feet up each side
from each Monroe Street intersection). Utilization
rates are calculated by the number of parking
spaces used out of the full available inventory
of legal spaces. Along the north side of Monroe
Street, there is a 39% parking utilization rate,
meaning that out of the 201 parking spaces avail -
able, 79 are regularly used, and 61% are available.
On the south side of the corridor, there is a 36%
parking utilization rate, which means that out of
the 118 parking spaces available, 43 are regu-
larly used, and 64% are available. The corridor’s
average parking utilization rate is 38%, meaning
on average, 62% of available parking is avail-
able or unused. The overnight period had the
highest parking utilization rates, with 43% utilized
on weeknights and weekend nights, and 57%
remaining vacant. The only street segments with
parking utilization rates over 85% are in the area
west of Adrian Wilcox High School, where less
than 15% of spaces are available. These parking
utilization and availability rates are summarized in
Table 6: Availability Summary by Location and
Table 7: Average Utilization by Day and Time and
mapped in
Figure 6 .
Parking Utilization
The project team conducted parking counts along
both sides (westbound and eastbound) of Monroe
Street from Lawrence Expressway to San Tomas
Expressway on three consecutive weekdays
(Tuesday through Thursday) on April 4, 5, and 6,
and on Saturday, April 8, 2023. Counts were also
collected on all side streets along Monroe Street
(500-foot segments) within the project area (i.e.,
24 side streets). Staff conducted counts during
three time periods per day:
• 7:00 to 9:00 a.m. to capture peak daytime
parking needs,
• 11:00 a.m. to 2:00 p.m. to capture peak midday
parking needs, and;
• 2:00 to 4:00 a.m. to capture peak overnight
parking needs.
Available parking spaces were calculated by
measuring the full length of the available frontage
along the roadway and discounting the red curb
frontage. Driveways were also counted and then
subtracted (20 feet per driveway). This number
was then divided by the average parallel parking
spot length of 22 feet.
The City studied the following side streets for 500
feet from Monroe Avenue to the north and south:
• Roosevelt Circle
• South Drive
• Gallup Drive
• Quinn Avenue
• Bowers Avenue
• Augusta Place
• Amethyst Drive
• Brown Avenue
• Chromite Drive
• Meadowbrook Drive
• Glade Drive
• Marchese Way
• Monticello Way
• French Street
• Pacific Drive
• Nobili Avenue
• Fordham Drive
• Calabazas Boulevard
• San Juan Avenue
• Machado Avenue
• Francis Avenue
• Stebbins Avenue
• Elliot Street
• Marmon Court
24 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 02 . EXISTING CONDITIONS
Table 6 . Availability Summary by Location
Location Available Parking
Spaces
Average Cars
Observed Utilization Rate Parking
Availability
Monroe Overall 319 122 38% 62%
Monroe Street -
North Side 201 79 39% 61%
Monroe Street -
South Side 118 43 36% 64%
Side Streets 884 328 37% 63%
Table 7 . Average Utilization and Availability by Day and Time Count Period
Monroe
Street
Parking
Utilization
Monroe
Street
Parking
Availability
Side Street
Parking
Utilization
Side Street
Parking
Availability
Weekday Morning 7:00 - 9:00 a.m. 34% 66% 35% 65%
Weekday Midday 11:00 a.m. - 2:00 p.m. 31% 69% 32% 68%
Weekday Overnight 2:00 a.m. - 4:00 a.m. 43% 57% 42% 58% Weekend Morning 7:00 - 9:00 a.m. 39% 61% 38% 62%
Weekend Midday 11:00 a.m. - 2:00 p.m. 40% 60% 36% 64%
Weekend Overnight 2:00 a.m. - 4:00 a.m. 43% 57% 41% 59% City of Santa Clara Mo nroe Street Bikeway Planning Study 25 02 . EXISTING CONDITIONS
Figure 6 . Current Average Parking Availability Rates During Peak Periods 26 Mon roe Street Bikeway Planning Study Cit y of Santa Clara >-s a.. X LU
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AVERAGE PARKING AVAILABILITY
DURING PEAK PARKING PERIODS
MONROE STREET BIKEWAY STUDY
Adrian Wilcox
Schoo l
Parking Availability
- No Parking
- > 50%
50% - 30%
- 30%- 15%
- < 15%
02 . EXISTING CONDITIONS
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03. Corridor
Alternative
Concepts
and Analysis
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Alternative Concepts
Existing conditions on Monroe at Calabazas Creek
(top) and Glade Drive (bottom).
To meet the goals of the study, the project team
developed three future visions or alternatives for
the corridor. While each is technically feasible,
they have unique benefits and trade-offs. The
fourth alternative is to do nothing also known as
the “No Build” scenario. This chapter will describe
each of the alternatives.
Existing Conditions/No Build
These roadway cross-sections and the following
concepts show a prototypical location on Monroe
Street to demonstrate different roadway and
intersection design features. The concepts are
not specific to a particular location or intersec-
tion on Monroe Street. The cross-section design
detail and more information on the proposed
dimensions and considerations of a typical
64-foot section of Monroe Street, as well as atyp-
ical sections, can be seen in Figure 7 and Figure
8. The existing conditions are summarized below
and represent a “No Build” scenario.
Monroe Street from Lawrence Expressway to
San Tomas Expressway generally has four traffic
lanes and parking on both sides. The vehicle
travel lanes are 11 to 12 feet wide; curb to curb
width is 64 feet wide (including the gutter), and
the public right-of-way is 74 to 90 feet, which
includes the sidewalk and landscape strip
between the curb and sidewalk. This condition
varies from Calabazas Boulevard to Chromite
Drive, where there is a two-way left-turn lane,
parking only along the north side of the street,
and parking is restricted along the south side
of the street. This condition also varies from
Chromite Drive to San Tomas Creek Trail, where
the vehicle travel lanes are 10 feet wide; there is a
five-foot-wide bike lane and parking on each side
of the street.
City of Santa Clara Mo nroe Street Bikeway Planning Study 29 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 7 . Existing Conditions/No Build Cross-Section
9’
11’
9’
5’
5’
12’
11’
12’
8’
8’
P
P
PHOTO: EXISTING CONDITIONS ON
MONROE
PARKING LANES
Curbside parallel parking is
present along the majority of
the corridor
BUS STOPS
Route 21 runs every 30
min along Monroe
CHALLENGING VISIBILITY
Driveway entry and exit is challenging
due to fast-moving vehicles and
curbside parking
NOTE: THESE FIGURES ARE INTENDED ONL Y FOR REFERENCE, CONCEPTUAL PLANNING, AND INFORMATIONAL PURPOSES. THESE FIGURES SHOULD NOT BE
USED TO ESTABLISH BOUNDARIES, PROPERTY LINES, LOCATION OF OBJECTS,
OR TO PROVIDE ANY OTHER INFORMATION TYPICALL Y NEEDED FOR FINAL
DESIGN, CONSTRUCTION OR ANY OTHER PURPOSE WHEN ENGINEERED PLANS ARE REQUIRED.
TYPICAL ROAD WIDTHS DO NOT REFLECT UNIQUE
CONDITIONS, THESE FIGURES ARE DESIGNED TO
FACILITATE PUBLIC FEEDBACK.
64’ WIDE TYPICAL
Existing Conditions / No Build Option
MONROE ST FROM LAWRENCE EXPWY TO CALABAZAS BLVD
• Sharrows from Nobili Ave to Chromite Dr
• Bike lanes from Chromite Dr to San Tomas Expressway
• 11’-12’ Traffic lane width varies
• 8’-9’ Parking lane width varies
• 90’ Total ROW
30 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
9’
11’
9’
5’
5’
12’
11’
12’
8’
8’
P
P
PHOTO: EXISTING CONDITIONS ON
MONROE
PARKING LANES
Curbside parallel parking is
present along the majority of
the corridor
BUS STOPS
Route 21 runs every 30
min along Monroe
CHALLENGING VISIBILITY
Driveway entry and exit is challenging
due to fast-moving vehicles and
curbside parking
NOTE: THESE FIGURES ARE INTENDED ONL Y FOR REFERENCE, CONCEPTUAL PLANNING, AND INFORMATIONAL PURPOSES. THESE FIGURES SHOULD NOT BE
USED TO ESTABLISH BOUNDARIES, PROPERTY LINES, LOCATION OF OBJECTS,
OR TO PROVIDE ANY OTHER INFORMATION TYPICALL Y NEEDED FOR FINAL
DESIGN, CONSTRUCTION OR ANY OTHER PURPOSE WHEN ENGINEERED PLANS ARE REQUIRED.
TYPICAL ROAD WIDTHS DO NOT REFLECT UNIQUE
CONDITIONS, THESE FIGURES ARE DESIGNED TO
FACILITATE PUBLIC FEEDBACK.
64’ WIDE TYPICAL
Existing Conditions / No Build Option
MONROE ST FROM LAWRENCE EXPWY TO CALABAZAS BLVD
• Sharrows from Nobili Ave to Chromite Dr
• Bike lanes from Chromite Dr to San Tomas Expressway
• 11’-12’ Traffic lane width varies
• 8’-9’ Parking lane width varies
• 90’ Total ROW
City of Santa Clara Mon roe Street Bikeway Planning Study 31 IJ > .. :i
•
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 8 . Existing Conditions/No Build Typical Cross-Section Alongside Wilcox High School and Variation from Typical Existing Condition
64'
FACING WEST
10' 10'
TRAVEL LANETRAVEL LANE
11'
CENTER LANE
10'
TRAVEL LANE
14'
TRAVEL LANE
9'
PARKING
SCHOOL
SIDE
FACING WEST
64'
10'
TRAVEL LANE
10'
TRAVEL LANE
10'
TRAVEL LANE
10'
TRAVEL LANE
7'
PARKING
7'
PARKING
5'
BIKE
LANE
5'
BIKE
LANE
64’ WIDE
Existing Conditions / No Build
ALONGSIDE HIGH SCHOOL
MONROE ST FROM CALABAZAS BLVD TO CHROMITE DR
• One side parking + center lane
64’ WIDE
Existing Conditions / No Build
VARIATION FROM TYPICAL EXISTING CONDITION
MONROE ST FROM CHROMITE DR TO SAN TOMAS EXPY
• Two sides parking + Class II bike lanes
32 Mon roe Street Bikeway Planning Study Cit y of Santa Clara •
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
64'
FACING WEST
10' 10'
TRAVEL LANETRAVEL LANE
11'
CENTER LANE
10'
TRAVEL LANE
14'
TRAVEL LANE
9'
PARKING
SCHOOL
SIDE
FACING WEST
64'
10'
TRAVEL LANE
10'
TRAVEL LANE
10'
TRAVEL LANE
10'
TRAVEL LANE
7'
PARKING
7'
PARKING
5'
BIKE
LANE
5'
BIKE
LANE
64’ WIDE
Existing Conditions / No Build
ALONGSIDE HIGH SCHOOL
MONROE ST FROM CALABAZAS BLVD TO CHROMITE DR
• One side parking + center lane
64’ WIDE
Existing Conditions / No Build
VARIATION FROM TYPICAL EXISTING CONDITION
MONROE ST FROM CHROMITE DR TO SAN TOMAS EXPY
• Two sides parking + Class II bike lanes
City of Santa Clara Mon roe Street Bikeway Planning Study 33 ®
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Concept A: Two Lanes, Center Turn
Lane, Buffered Bike Lanes, Parking on
Both Sides
This concept removes one travel lane in each
direction and adds a two-way center left-turn
lane. Parking is maintained on both sides of the
street. An eight-foot-wide buffered bicycle lane
(Class IIB) is added to each side of the street,
with five feet of bikeway and three feet of buffer.
On the segment in front of Wilcox High School,
because there is no parking on the south side in
front of the school, the bikeways are wider, with
an eleven-foot-wide separated bike lane on the
south side in front of the school and a nine-foot-
wide buffered bike lane on the north side in front
of residences. The cross-section design detail
and more information on proposed dimensions
and considerations for this concept can be seen
in Figure 9 at typical locations and Figure 10
alongside Wilcox High School.
Concept B: Two Lanes, Center Turn
Lane, Parking-Protected Bike Lanes
This concept removes one travel lane in each
direction and adds a two-way center left-turn
lane. An eight-foot-wide separated bikeway
(Class IV) is added to each side of the street in
this concept, with five feet of bikeway and three
feet of buffer. Parking is maintained on both sides
of the street, but it is positioned outside
the bikeway to act as a vertical separation
between the bikeway and the vehicle travel lane.
On the segment in front of Wilcox High School,
because there is no parking on the south side in
front of the school, the bikeways are wider, with
an eleven-foot-wide separated bike lane on the
south side in front of the school and a nine-foot-
wide parking-protected bike lane on the north
side in front of residences. The cross-section
design detail and more information on proposed
dimensions and considerations for this concept
can be seen in Figure 11 at typical locations and
Figure 12 alongside Wilcox High School.
Concept C: Four Lanes, Buffered Bike
Lanes, Remove Parking on One Side
This concept maintains four travel lanes, but
it removes one parking lane. Parking will be
removed from the south side, as that would have
the least impact on parking supply on the Monroe
Street corridor. A seven-foot-wide buffered
bicycle lane (Class IIB) is added to each side of
the street, with five feet of bikeway and two feet
of buffer. On the segment in front of Wilcox High
School, because of the roadway space needed
for five vehicle lanes, there is less space for
bikeway implementation, with an eight-foot-wide
separated bike lane on the south side in front of
the school, and a five-foot-wide bike lane on the
north side in front of residences. The cross-
section design detail and more information on
proposed dimensions and considerations for this
concept can be seen in Figure 13 at typical loca-
tions and Figure 14 alongside Wilcox High School.
Corridor Design Concepts
34 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Separated bikeways provide a key investment
in the safety and comfort of roadways for all
users. With these configuration changes come
layered discussions about curbside management,
including trash collection, as California Vehicle
Code 21211 (b) prohibits the placement of bins in
travel lanes and bikeways. These concerns can be
mitigated with design and programmatic solutions.
Specific designs for this corridor could include
regular breaks in bikeway curbs or planting strips
(particularly around driveways), targeted sections
of painted buffers with spaced vertical elements,
such as bollards or flex posts, and mountable
curbs in areas designated for bins. Programmatic
solutions could include postcard mailers to
residents, stickers for bins with placement instruc -
tions, and City staff presence around the first few
trash days to engage residents and businesses.
These solutions can allow regular weekly trash
collection in the design concepts.
Additionally, the City’s Annual Cleanup Campaign
for bulky item pickup is a part of considerations
for the design. No Build Option and Concept A
allow the Annual Cleanup Campaign to operate the
same as the current set-up where residents can
temporarily place the bulky items next to the curb.
Concept B and Concept C (south side only) would
impede the pick-up of bulky items when bike lanes
are next to the curb, or if no on-street parking
space or shoulder is available. If Concept B or
Concept C is selected, there are currently alter-
native programmatic options for disposal of bulk
and hazardous items listed on the City’s website,
including on-call pickups and disposal sites.
The 2017 Fresno Class IV Bikeway Design Guide
provides guidance on loading and garbage access
for larger collections and dumpster pickup. The
City of Los Gatos coordinated with their residential
trash collection service provider to identify areas
for bin placement on Winchester Boulevard, as
noted in their 2021 FAQ document for the commu-
nity. In 2022, the City of Petaluma implemented
a demonstration project on Rainer Avenue that
included a parking-protected separated bikeway
in a single-family residential area. The project
includes a combination of red curbs and painted
buffers around driveways, creating a designated
space for trash bins. This demonstration project
used paint and flexible posts and is moving
forward to become permanent. Similarly, the
City of San Luis Obispo created designated trash
bin space on the North Chorro Neighborhood
Greenway. The Richmond Wellness Trail in the City
of Richmond also left space or painted buffers to
accommodate bins and large item pickup.
On the programmatic side, Napa launched a Don’t
Trash the Bike Lane effort to educate community
members on how to place bins to keep bike lanes
clear and safe for users. Los Gatos coordinated
with their residential trash collection service
provider and several multifamily residences with
commercial garages to identify specific areas for
community members to place bins on Winchester
Boulevard, as noted in their 2021 FAQ document.
Designated trash bin locations at driveways on the
Rainier Avenue Paving and Traffic Calming Upgrades
Project, City of Petaluma, CA
Loading and Garbage Access at Mid-Block Locations
(Source: 2017 Fresno Class IV Bikeway Design Guide)
Lessons Learned in Trash Collection with Separated Bikeways City of Santa Clara Mo nroe Street Bikeway Planning Study 35 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 9 . Concept A: Two Lanes, Center Turn Lane, Buffered Bike Lanes, Parking on Both Sides - Typical Condition
8’
11’
8’
5’
5’
5’
10’
5’3’
3’
11’
8’
8’
P
P
PARKING
Maintains curbside parking IMPROVED VISIBILITY
Striped buffers at driveways
improve sight lines
EXAMPLE OF BUFFERED BIKE LANES
A buffer between vehicle traffic provides
additional horizontal separation from vehicles.
BUS MIXING ZONE
Green striping helps warn users of potential
conflict between buses and cyclists.
Buffer area maintains consistent vehicle lane
width.
TRASH COLLECTION
Facilitates bin location for
trash collection.
64’ WIDE TYPICAL
Concept A
TWO LANES, CENTER TURN LANE, BUFFERED BIKE LANES,
PARKING ON BOTH SIDES
MONROE ST FROM LAWRENCE EXPWY TO CALABAZAS BLVD +
CHROMITE DR TO SAN TOMAS EXPY
• 2 Traffic lanes + Center turn lane
• Class II buffered bike lanes
• Conflict striping at bus stops
• Increased visibility at driveways
• Maintains on-street parking
on both sides
36 Mon roe Street Bikeway Planning Study Cit y of Santa Clara I >
I 1-,..
! BJ
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10 : 2:
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
8’
11’
8’
5’
5’
5’
10’
5’3’
3’
11’
8’
8’
P
P
PARKING
Maintains curbside parking IMPROVED VISIBILITY
Striped buffers at driveways
improve sight lines
EXAMPLE OF BUFFERED BIKE LANES
A buffer between vehicle traffic provides
additional horizontal separation from vehicles.
BUS MIXING ZONE
Green striping helps warn users of potential
conflict between buses and cyclists.
Buffer area maintains consistent vehicle lane
width.
TRASH COLLECTION
Facilitates bin location for
trash collection.
64’ WIDE TYPICAL
Concept A
TWO LANES, CENTER TURN LANE, BUFFERED BIKE LANES,
PARKING ON BOTH SIDES
MONROE ST FROM LAWRENCE EXPWY TO CALABAZAS BLVD +
CHROMITE DR TO SAN TOMAS EXPY
• 2 Traffic lanes + Center turn lane
• Class II buffered bike lanes
• Conflict striping at bus stops
• Increased visibility at driveways
• Maintains on-street parking
on both sides
City of Santa Clara Mon roe Street Bikeway Planning Study 37 ~ -' .....
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 10 . Concept A: Two Lanes, Center Turn Lane, Buffered Bike Lanes, Parking on Both Sides - Alongside Wilcox High School
64'
FACING WEST
12'
TRAVEL LANE
12'
CENTER LANE
12'
TRAVEL LANESEPARATED
BIKEWAY
8'
PARKINGBUFFERED
BIKE LANE
3' 6'4' 7'
SCHOOL
SIDE
64’ WIDE
Concept A
ALONGSIDE HIGH SCHOOL
MONROE ST FROM CALABAZAS BLVD TO CHROMITE DR
• South side protected bike lane - in front of high school • North side buffered bike lane - in front of residences 38 Mon roe Street Bikeway Planning Study Cit y of Santa Clara · I
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
64'
FACING WEST
12'
TRAVEL LANE
12'
CENTER LANE
12'
TRAVEL LANESEPARATED
BIKEWAY
8'
PARKINGBUFFERED
BIKE LANE
3' 6'4' 7'
SCHOOL
SIDE
64’ WIDE
Concept A
ALONGSIDE HIGH SCHOOL
MONROE ST FROM CALABAZAS BLVD TO CHROMITE DR
• South side protected bike lane - in front of high school • North side buffered bike lane - in front of residences City of Santa Clara Mon roe Street Bikeway Planning Study 39 ®
·I· . I I
. '
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 11 . Concept B: Two Lanes, Center Turn Lane, Parking-Protected Bike Lanes - Typical Condition
3’
11’
3’8’
5’ 5’
5’5’
10’
8’ 11’
8’
8’
P
P
IMPROVED VISIBILITY
Striped buffers at driveways
improve sight lines
BUS MIXING ZONE
Green striping helps warn users of potential
conflict between buses and cyclists.
Buffer area maintains consistent vehicle lane
width.
PARKING PROTECTED BIKE LANES
Parking along the corridor is retained
between the bike lane and vehicle
lanes. This provides bike lanes users
separation and protection from vehicle
traffic and buffer from vehicle doors.
This design also provides room for safe
vehicle passenger boarding and has the
added co-benefit of improving sidewalk
user comfort.
TRASH COLLECTION
Facilitates bin location for
trash collection.
EXAMPLE OF PARKING PROTECTED BIKE
LANES
64’ WIDE TYPICAL
Concept B
TWO LANES, CENTER TURN LANE,
PARKING-PROTECTED BIKE LANES
MONROE ST FROM LAWRENCE EXPWY TO CALABAZAS BLVD +
CHROMITE DR TO SAN TOMAS EXPY
• 2 Traffic lanes + Center turn lane
• Transit boarding mixing zones
• Maintains on-street parking
• Bike lanes are parking protected
40 Mon roe Street Bikeway Planning Study Cit y of Santa Clara -----
PROPERTY
PROPERTY
LINE
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
3’
11’
3’8’
5’ 5’
5’5’
10’
8’ 11’
8’
8’
P
P
IMPROVED VISIBILITY
Striped buffers at driveways
improve sight lines
BUS MIXING ZONE
Green striping helps warn users of potential
conflict between buses and cyclists.
Buffer area maintains consistent vehicle lane
width.
PARKING PROTECTED BIKE LANES
Parking along the corridor is retained
between the bike lane and vehicle
lanes. This provides bike lanes users
separation and protection from vehicle
traffic and buffer from vehicle doors.
This design also provides room for safe
vehicle passenger boarding and has the
added co-benefit of improving sidewalk
user comfort.
TRASH COLLECTION
Facilitates bin location for
trash collection.
EXAMPLE OF PARKING PROTECTED BIKE
LANES
64’ WIDE TYPICAL
Concept B
TWO LANES, CENTER TURN LANE,
PARKING-PROTECTED BIKE LANES
MONROE ST FROM LAWRENCE EXPWY TO CALABAZAS BLVD +
CHROMITE DR TO SAN TOMAS EXPY
• 2 Traffic lanes + Center turn lane
• Transit boarding mixing zones
• Maintains on-street parking
• Bike lanes are parking protected
City of Santa Clara Mon roe Street Bikeway Planning Study 41 •
ST
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 12 . Concept B: Two Lanes, Center Turn Lane, Parking-Protected Bike Lanes – Alongside Wilcox High School
64'
FACING WEST
12'
TRAVEL LANE
12'
CENTER LANE
12'
TRAVEL LANESEPARATED
BIKEWAY
8'
PARKING SEPARATED
BIKEWAY
3' 6'4' 7'
SCHOOL
SIDE
64’ WIDE
Concept B
ALONGSIDE HIGH SCHOOL
MONROE ST FROM CALABAZAS BLVD TO CHROMITE DR
• South side protected bike lane - in front of high school • North side parking-protected bike lane - in front of residences 42 Mon roe Street Bikeway Planning Study Cit y of Santa Clara _!I __ _
'I' I'
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
64'
FACING WEST
12'
TRAVEL LANE
12'
CENTER LANE
12'
TRAVEL LANESEPARATED
BIKEWAY
8'
PARKING SEPARATED
BIKEWAY
3' 6'4' 7'
SCHOOL
SIDE
64’ WIDE
Concept B
ALONGSIDE HIGH SCHOOL
MONROE ST FROM CALABAZAS BLVD TO CHROMITE DR
• South side protected bike lane - in front of high school • North side parking-protected bike lane - in front of residences City of Santa Clara Mon roe Street Bikeway Planning Study 43 ® ~--
'I' I' 'I'
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 13 . Concept C: Four Lanes, Buffered Bike Lanes, Remove Parking on One Side - Typical Condition
8’
11’
5’
5’
10’
5’2’ 11’
8’
8’
P
10’
5’ 2’
BUS MIXING ZONE
Green striping helps warn users of potential
conflict between buses and cyclists.
Buffer area maintains consistent vehicle lane
width.
EXAMPLE OF BUFFERED BIKE LANES
A buffer between vehicle traffic provides
additional comfort for cyclists.
PARKING ON ONE SIDE
Maintains some street
parking
64’ WIDE TYPICAL
Concept C
FOUR LANES, BUFFERED BIKE LANES, REMOVE PARKING ON ONE SIDE MONROE ST FROM LAWRENCE EXPWY TO CALABAZAS BLVD +
CHROMITE DR TO SAN TOMAS EXPY
• 4 Traffic lanes
• Class II buffered bike lanes
• Conflict striping at bus stops
• Maintain on-street parking
on one side
44 Mon roe Street Bikeway Planning Study Cit y of Santa Clara
PROPERTY
LINE
------
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-u a,
8¾3 o1/~ ~ X r, . C
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PROPERTY
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
8’
11’
5’
5’
10’
5’2’ 11’
8’
8’
P
10’
5’ 2’
BUS MIXING ZONE
Green striping helps warn users of potential
conflict between buses and cyclists.
Buffer area maintains consistent vehicle lane
width.
EXAMPLE OF BUFFERED BIKE LANES
A buffer between vehicle traffic provides
additional comfort for cyclists.
PARKING ON ONE SIDE
Maintains some street
parking
64’ WIDE TYPICAL
Concept C
FOUR LANES, BUFFERED BIKE LANES, REMOVE PARKING ON ONE SIDE MONROE ST FROM LAWRENCE EXPWY TO CALABAZAS BLVD +
CHROMITE DR TO SAN TOMAS EXPY
• 4 Traffic lanes
• Class II buffered bike lanes
• Conflict striping at bus stops
• Maintain on-street parking
on one side
City of Santa Clara Mon roe Street Bikeway Planning Study 45 •
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 14 . Concept C: Four Lanes, Buffered Bike Lanes, Remove Parking on One Side – Alongside Wilcox High School
64'
FACING WEST
10' 10'
TRAVEL LANETRAVEL LANE
11'
CENTER LANE
10'
TRAVEL LANE
5' 3' 5'
BIKE LANE
10'
TRAVEL LANESEPARATED
BIKEWAY
SCHOOL
SIDE
64’ WIDE
Concept C
ALONGSIDE HIGH SCHOOL
MONROE ST FROM CALABAZAS BLVD TO CHROMITE DR
• South side protected bike lane - in front of high school • North side bike lane - in front of residences
• Remove parking on the residential side
46 Mon roe Street Bikeway Planning Study Cit y of Santa Clara 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
64'
FACING WEST
10' 10'
TRAVEL LANETRAVEL LANE
11'
CENTER LANE
10'
TRAVEL LANE
5' 3' 5'
BIKE LANE
10'
TRAVEL LANESEPARATED
BIKEWAY
SCHOOL
SIDE
64’ WIDE
Concept C
ALONGSIDE HIGH SCHOOL
MONROE ST FROM CALABAZAS BLVD TO CHROMITE DR
• South side protected bike lane - in front of high school • North side bike lane - in front of residences
• Remove parking on the residential side
City of Santa Clara Mon roe Street Bikeway Planning Study 47 I . · I
. '
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Traffic Analysis
Safety
COLLISION REDUCTION ESTIMATE
Using the latest data from the Caltrans Local
Roadway Safety manual and the Federal Highway
Administration Crash Modification Factors (CMFs)
for roadway changes, the project team conducted
a collision analysis for Monroe Street
1. A CMF
is a multiplicative factor used to compute the
expected number of crashes after implementing
a given countermeasure at a specific site. The
project team used a CMF of 0.65 associated
with the safety countermeasure of “road diet”
(reducing travel lanes and adding a two-way
center left-turn lane and bike lanes) for collisions
in Concepts A and B. The team then applied a
CMF of 0.75 with the countermeasure of “install
bike lanes” to bicycle collisions only in Concepts
A, B, and C. Finally, the team used a CMF of 0.55
for the conversion of a standard bicycle lane to a
separated bikeway, resulting in increased safety
benefits for people riding bicycles.
1 Estimate based on formula from California Department of Transportation (Caltrans), Local Roadway Safety: A Plan for California’s Local Road Owners, 2022. https://dot.ca.gov/-/media/ dot-media/programs/local-assistance/documents/hsip/2022/ lrsm2022.pdf .
From 2017 to 2022, there were 130 vehicle-to-
vehicle collisions and nine collisions involving a
bicyclist. These numbers serve as the baseline
for the No Build or Existing Conditions concept.
The analysis estimates how many collisions would
have been avoided during the same time period if
each concept had been built. In Concept A: Two
Travel Lanes, Center Turn Lane, Buffered Bike
Lanes, Parking on Both Sides, it is anticipated that
there would have been 45 fewer vehicle collisions
and two fewer bicycle collisions. In Concept B:
Two Travel Lanes, Center Turn Lane, Parking-
Protected Bike Lanes, it is anticipated there
would have been 45 fewer vehicle collisions and
five fewer bicycle collisions. This concept would
have resulted in the highest estimated safety
benefits for drivers and people riding bicycles.
In Concept C: Four Travel Lanes, Buffered Bike
Lanes, Remove Parking on One Side, it is antic-
ipated there would have been no reduction in
vehicle collisions and two fewer bicycle collisions.
The results of the collision analysis are included
in Table 8: Estimated Collision Reductions with
Crash Modification Factors (2017–2022).
Table 8 . Estimated Collision Reductions with Crash Modification Factors (2017–2022) Concept Road
Diet
Bike Lane
Type
Vehicle
Collisions
Total
Vehicle
Collisions
Reduced
Bike
Collisions
Total
Bike
Collisions
Reduced
Total
Collisions
Total
Collisions
Reduced
Existing
Conditions/
No Build
– – 130 – 9 – 139 –
Concept A
(estimated) Yes Buffered 85 45 7 2 92 47
Concept B
(estimated) Yes Parking-
Protected 85 45 4 5 89 50
Concept C
(estimated) No Buffered 130 0 7 2 137 2
48 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Traffic Diversion
To determine the traffic that would be diverted
from Monroe Street to Kifer Road and Cabrillo
Avenue as a result of the road diet, the City’s
travel demand model was utilized. Existing and
Existing Plus Road Diet travel demand models
were run to determine volumes along the corri -
dors for each scenario. The Existing travel
demand model provides a baseline condition
where Monroe Street is two lanes in each direc-
tion. The Existing Plus Road Diet travel demand
model was created by adjusting the model’s
network and reducing the travel lanes from two
lanes to one lane in each direction along the
study corridor. The volume difference between
the two scenarios represents the traffic diversion
as a result of the road diet. On Monroe Street,
there would be an average of 26% reduction in
traffic for the westbound direction and a 12%
reduction for the eastbound direction for the
entire segment during the weekday AM peak
hour. There would be an average 12% reduction
in traffic for the westbound direction and 18%
reduction for the eastbound direction for the
entire segment during the weekday PM peak
hour. It should be noted that traffic diversion is
not assumed during the Saturday and weekday
midday peak hours as there is sufficient capacity
along Monroe Street to accommodate existing
traffic with the road diet. Appendix A-2: Traffic
Analysis Memo diagrams the modeled changes
in traffic diversion in Figures 6-9 of that memo.
City of Santa Clara Mo nroe Street Bikeway Planning Study 49 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Traffic Operations
TRAVEL TIME
The project team evaluated the time it takes
to travel the entire length of the study corridor
in a car at multiple periods (weekday morning
between 7:00 and 9:00 a.m., midday between
1:30 and 3:30 p.m., evening between 4:00 and
6:00 p.m., and on Saturday between 11:30 a.m.
and 1:30 p.m.). The project team then modeled
the estimated time it would take to travel the
length of the study corridor under Concepts A
and B, which both involve the reduction of one
travel lane in each direction.
During the busiest time of day going westbound
(AM peak period between 7:00 and 9:00 a.m.), it
takes an average of 10 minutes and 25 seconds
to travel the entire corridor. That time would
increase by 76% to 18 minutes and 18 seconds
under Concepts A and B. The AM peak period
includes high school traffic, whereas PM peak
period would be minimally affected by high
school traffic.
During the busiest time of day going eastbound
(PM peak period between 4:00 and 6:00 p.m.), it
takes an average of 11 minutes and 19 seconds
to travel the entire corridor. That would increase
20% to 13 minutes and 35 seconds under
concepts A and B. The full results of the travel
time analysis are in Table 9: Modeled Travel Time
Changes (in minutes) .
Table 9 . Modeled Travel Time Changes (in minutes)
Time Period
No Build
and Concept C
(min:sec)
Lane Removal
Concepts A & B
(min:sec)
Travel Time Increase
(min:sec and %)
Westbound
AM Peak 10:25 18:18 07:53 76%
PM Peak 06:45 08:52 02:07 31%
Midday 07:00 08:34 01:34 22%
Saturday 06:22 06:27 00:05 1%
Eastbound
AM Peak 07:14 07:55 00:41 9%
PM Peak 11:19 13:35 02:16 20%
Midday 07:23 09:09 01:46 24%
Saturday 05:57 06:23 00:26 7%
Note: Travel times represent modeled times and are above the average time recorded with field data during peak travel periods.
50 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
LEVEL OF SERVICE
The project team also modeled the traffic delay
or Level of Service (LOS) at 26 intersections along
the study corridor and surrounding streets. Based
on the level of delay, each intersection gets a
letter grade A through F. Intersections with LOS A
through D meet City standards. Intersections with
LOS E meet standards for El Camino Real (a state
highway) and any county expressway. Otherwise,
LOS E and F are considered substandard.
Four of the 26 intersections studied are currently
substandard in the AM peak period, and three
are substandard in the PM peak period on week-
days. Under Concepts A and B, which involve
the reduction of one travel lane in each direction
(road diet), the number of substandard inter-
sections remains at four in the AM peak period
and increases from three to four in the PM peak
period. The results are summarized in Table 10:
Level of Service Analysis Results and Figure 15
through Figure 20.
Concepts A and B would impact the following
intersections:
• Monroe Street and Bowers Avenue would
change to substandard during AM and PM
peak
• Monroe Street and San Tomas Expressway
would improve to meet City standards during
AM peak, due to likely traffic diversion
The project team also conducted a queuing anal -
ysis to evaluate how each concept would affect
Table 10 . Level of Service Analysis Results
Time Period No Build and Concept C Lane Removal – Concepts A & B Meets Standard Substandard Meets Standard Substandard
AM Peak 22 4 22 4
PM Peak 23 3 22 4
Midday 26 0 26 0
Saturday 26 0 26 0
the distance in which vehicles would queue to
turn at intersections. Long queues require drivers
to wait through multiple signal cycles to turn and
could impact overall traffic delay. Under the lane
removal scenario, Concepts A and B, the anal -
ysis did not show significant increases in queue
lengths at Monroe Street intersections except at
Monroe Street and San Tomas Expressway:
• Westbound right-turn queue is anticipated to
increase by approximately four vehicles during
the AM peak.
• Southbound left-turn queue is anticipated to
increase by approximately one vehicle during
the PM peak.
The westbound right-turn queue backs up
because there is an increase in volume at this
movement with the road diet. People driving
vehicles will likely reroute to avoid staying on
Monroe Street, and they will instead use the
parallel routes. At Monroe Street and San Tomas
Expressway, westbound through traffic may shift
and make a right turn with the road diet to get
onto Kifer Road and avoid Monroe Street. The
right-turn lane configuration (or overall intersec-
tion configuration in general) does not change at
this intersection since modifications to express -
ways are not part of the project. To mitigate the
LOS impacts of Concepts A & B, the City could
explore signal timing adjustments, optimizing
other routes, or promoting transportation demand
management strategies such as encouraging
carpooling/vanpooling, public transit, and walking
and bicycling.
City of Santa Clara Mo nroe Street Bikeway Planning Study 51 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 15 . Level of Service Analysis for Existing Conditions and Concept C – Weekday AM and PM Peak Hours
52 Mon roe Street Bikeway Planning Study Cit y of Santa Clara I
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CONCEPT C: FOUR LANES, BUFFERED BIKE l)
REMOVE PARKING ON ONE SIDE
MONROE STREET
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
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Study Corridor
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Warburton
Park and
Pool
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03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 16 . Level of Service Analysis for Concepts A and B (Lane Removal) – Weekday AM and PM Peak Hours
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
New Valley
High School
Machado Park
Warburton Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
Substandard
Meets Standards
PM PEAK
Substandard
Meets Standards
AM PEAK
LOS ANALYSIS LEGENDPEAK TIMES LOS ANALYSIS FOR CONCEPT A: TWO LANES,
CENTER TURN LANE, BUFFERED BIKE LANES, PARKING ON
BOTH SIDES AND CONCEPT B: TWO LANES, CENTER TURN
LANE, PARKING-PROTECTED BIKE LANE
54 Mon roe Street Bikeway Planning Study Cit y of Santa Clara _______, - _, I ■
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03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
New Valley
High School
Machado Park
Warburton Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
Substandard
Meets Standards
PM PEAK
Substandard
Meets Standards
AM PEAK
LOS ANALYSIS LEGENDPEAK TIMES LOS ANALYSIS FOR CONCEPT A: TWO LANES,
CENTER TURN LANE, BUFFERED BIKE LANES, PARKING ON
BOTH SIDES AND CONCEPT B: TWO LANES, CENTER TURN
LANE, PARKING-PROTECTED BIKE LANE
City of Santa Clara Mon roe Street Bikeway Planning Study 55 41 41
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--r--------ir--- ---, ~
ala
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 17 . Level of Service Analysis for Existing Conditions and Concept C – Saturday
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
New Valley
High School
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
Machado Park
Warburton
Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
SATURDAY PEAK LOS ANALYSIS FOR EXISTING
CONDITIONS AND CONCEPT C: FOUR LANES, BUFFERED
BIKE LANES, REMOVE PARKING ON ONE SIDE
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
SATURDAY PEAK TIME
LOS ANALYSIS LEGEND
Substandard
Meets Standard
56 Mon roe Street Bikeway Planning Study Cit y of Santa Clara '== . •-- -~ - - - - - -. - - - - - - - - : --- \ ·-- :
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03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
New Valley
High School
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
Machado Park
Warburton
Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
SATURDAY PEAK LOS ANALYSIS FOR EXISTING
CONDITIONS AND CONCEPT C: FOUR LANES, BUFFERED
BIKE LANES, REMOVE PARKING ON ONE SIDE
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
SATURDAY PEAK TIME
LOS ANALYSIS LEGEND
Substandard
Meets Standard
City of Santa Clara Mon roe Street Bikeway Planning Study 57 - -
• •
r -
- I
.• ,, ~---- I
-
ala
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 18 . Level of Service Analysis for Concepts A and B (Lane Removal) – Saturday
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
New Valley
High School
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
Machado Park
Warburton
Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
SATURDAY PEAK TIME LOS ANALYSIS FOR CONCEPT
A: TWO LANES, CENTER TURN LANE, BUFFERED BIKE LANES,
PARKING ON BOTH SIDES AND CONCEPT B: TWO LANES,
CENTER TURN LANE, PARKING-PROTECTED BIKE LANE
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
SATURDAY PEAK TIME
LOS ANALYSIS LEGEND
Substandard
Meets Standard
58 Mon roe Street Bikeway Planning Study Cit y of Santa Clara I
e: .i........-;- I
I
I
I
I
I
I
I
?--f- /, I
I
I
• • ••• -
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
New Valley
High School
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
Machado Park
Warburton
Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
SATURDAY PEAK TIME LOS ANALYSIS FOR CONCEPT
A: TWO LANES, CENTER TURN LANE, BUFFERED BIKE LANES,
PARKING ON BOTH SIDES AND CONCEPT B: TWO LANES,
CENTER TURN LANE, PARKING-PROTECTED BIKE LANE
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
SATURDAY PEAK TIME
LOS ANALYSIS LEGEND
Substandard
Meets Standard
City of Santa Clara Mon roe Street Bikeway Planning Study 59 -- -
• •
r -- I
-
~==== -
~·--·
-=-====: -
--- I
- ~
alta
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 19 . Level of Service Analysis for Existing Conditions and Concept C – Midday
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
New Valley
High School
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
Machado Park
Warburton
Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
WEEKDAY MIDDAY PEAK TIME LOS ANALYSIS FOR
EXISTING CONDITIONS AND CONCEPT C: FOUR LANES,
BUFFERED BIKE LANES, REMOVE PARKING ON ONE SIDE
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
MIDDAY PEAK TIME
LOS ANALYSIS LEGEND
Substandard
Meets Standard
60 Mon roe Street Bikeway Planning Study Cit y of Santa Clara - - - - - -- - - - - - - - - - - -
I
' .-i--r-rrr Ir, '
I
I •
I
I
I
-
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r-,- I .
I
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" . . . . • •
- - __ ... ------ .
--: -
•~-
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
New Valley
High School
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
Machado Park
Warburton
Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
WEEKDAY MIDDAY PEAK TIME LOS ANALYSIS FOR
EXISTING CONDITIONS AND CONCEPT C: FOUR LANES,
BUFFERED BIKE LANES, REMOVE PARKING ON ONE SIDE
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
MIDDAY PEAK TIME
LOS ANALYSIS LEGEND
Substandard
Meets Standard
City of Santa Clara Mon roe Street Bikeway Planning Study 61 • •
• •
r -- I
alta
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 20 . Level of Service Analysis for Concepts A and B (Lane Removal) – Midday
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
New Valley
High School
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
Machado Park
Warburton
Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
WEEKDAY MIDDAY PEAK TIME LOS ANALYSIS FOR CONCEPT
A: TWO LANES, CENTER TURN LANE, BUFFERED BIKE LANES,
PARKING ON BOTH SIDES AND CONCEPT B: TWO LANES,
CENTER TURN LANE, PARKING-PROTECTED BIKE LANE
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
MIDDAY PEAK TIME
LOS ANALYSIS LEGEND
Substandard
Meets Standard
62 Mon roe Street Bikeway Planning Study Cit y of Santa Clara ~=
..
- - ------ I - ---------- ~ -- '
--- '
--- \ --- :
- - - - - - - - - - - - - -- - - - - - - - - - - -
. -1
I
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,
- - - - "----
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I
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I
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I
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
GALLUP DR
CHROMITE DR
GLADE DR
ROOSEVELT CIR
SOUTH DR
MARCHESE WAY
MONTICELLO WAY
MEADOWBROOK DRFRENCH ST
MONROE ST
CABRILLO AVE
KIFER RD
CORVIN DR
LA RAMBLA AVE
NB CALABAZAS BLVD
SB CALABAZAS BLVD
LAWRENCE EXPY
CABRILLO AVE
SAN TOMAS AQUINO CREEK
NORTHWESTERN PKWYWALSH AVE
SAN TOMAS EXPY
MONROE ST
QUINN AVE
FO
RDH
AM
DR
AMETHYST DR
MACHADO AVE
BROWN AVE
AUGUSTA PL
STEBBINS AVE
NOBI
LI A
VE
BOWERS AVE
CALABAZAS BLVD
FRANCIS AVE
SAN JUAN AVE
ELLIOT ST
PA
CIFIC DR
MARMON CT
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Bowers
Elementary
School
Monticello
Academy
Santa Clara
Skate Park
Everett N.
"Eddie"
Souza Park
LAWRENCE EXPWY
SAN
TOMAS EXPWY
New Valley
High School
St. Lawrence
Preschool
Institue for
Business &
Technology Inc
Briarwood
Elementary
School
Bracher
Elementary
School
Adrian
Wilcox School
Machado Park
Warburton
Park and Pool
Bowers
Park
Bracher Park
MONROE STREET
WEEKDAY MIDDAY PEAK TIME LOS ANALYSIS FOR CONCEPT
A: TWO LANES, CENTER TURN LANE, BUFFERED BIKE LANES,
PARKING ON BOTH SIDES AND CONCEPT B: TWO LANES,
CENTER TURN LANE, PARKING-PROTECTED BIKE LANE
Data provided by the City of Santa Clara. Document: N:\Shared\PROJECTS\2022\00-2022-249 Santa Clara, CA Monroe Street Bikeways\GIS\Process\22-249_MonroeStreetBikeways_Basemap.aprx. Date saved: 7/17/2023. 0 0.25 MILES
City Boundary
School
Parks
Study Corridor
MIDDAY PEAK TIME
LOS ANALYSIS LEGEND
Substandard
Meets Standard
City of Santa Clara Mon roe Street Bikeway Planning Study 63 • •
' -- I
-
~=== -
====------------.. • ■ I I
----====== -
--- I
- ~
alta
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
VEHICLE MILES TRAVELED
The project team also calculated changes to
vehicle miles traveled (VMT) if a bikeway were
to be installed. Depending on how available and
inviting alternatives to driving a personal vehicle
are, people will change their behavior, shifting
certain trips from driving to walking, biking,
or transit. The City used the VMT Reduction
Estimation methodology developed by the
California Air Resources Board
2. The City esti-
mated that a continuous bicycle facility on the
corridor will reduce VMT by 11,991 miles per year.
2 For the methodology used to calculate VMT, see California Air Resources Board, Quantifying Reductions in Vehicle Miles Traveled from New Bike Paths, Lanes, and Cycle Tracks, 2019. https://ww2.arb.ca.gov/sites/default/files/auction-proceeds/ bicycle_facilities_technical_041519.pdf . Seasonal adjustment factors followed the methodology in the National Bicycle and Pedestrian Documentation Project Count Adjustment Factors, 2009. https:// bikepeddocumentation.org/application/files/6114/6671/7593/NBPD_ Adjustment_Factors.pdf
Parking
In addition to measuring current parking demand,
the project team evaluated the effect each
concept would have on parking. The Existing
Conditions/No Build Concept and Concepts A
and B maintain the parking on Monroe Street.
However, given recent daylighting laws around
intersections and designs to increase visibility
around driveways, there may be some small
reduction of parking and change in the parking
utilization rate. Concept C removes parking
on one side to accommodate the other design
features. While Concept C does not indicate if
parking should be removed on the north or south
side, the project team analyzed the results for
each. Under this analysis, the project team evalu -
ated two scenarios.
• Scenario 1: All parking on the north side of
Monroe Street is removed
• Scenario 2: All parking on the south side of
Monroe Street is removed
Note that on-street parking would need to be
removed on both sides of the street in front of
Wilcox High School in Concept C in order to
preserve the center turn lane to accommodate
traffic entering and exiting the parking lot.
64 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
on the south side under Concept C, the parking
demand would increase on the north side, and
parking availability would decrease from 61% to
51%.
Table 11: Estimated Parking Availability on
Monroe Street with Parking Removal Scenarios
shows the average percentage of unused parking
spots available on Monroe Street currently, which
apply to Concepts A and B, where no parking
is removed. The table also shows anticipated
changes to average parking availability under
Concept C. Parking is removed on the north side
of Monroe Street in front of Wilcox High School
in one scenario, and on the south side of the
street in the other. Maps showing those antici-
pated changes to parking availability are shown in
Figure 21 through Figure 23.
Table 11 . Estimated Parking Availability on Monroe Street with Parking Removal Scenarios Location Existing/No Build
and Concepts A & B
Concept C Anticipated:
North Side Parking
Removed
Concept C Anticipated:
South Side Parking
Removed
Monroe Street
North Side
61% N/A 51%
Monroe Street
South Side
64% 44% N/A
Side Streets Overall 63% 57% 57%
Under each scenario, the project team assumed
that people typically parked vehicles on the north
or south side of Monroe would be parked across
the street and occupy up to 100% of typically
available spaces. If there are not enough spaces
available to meet the parking demand, the anal -
ysis assumes the remaining demand for parking
would be met by distributing parked vehicles
evenly between the two closest side streets.
Under existing conditions, 61% of parking is avail -
able on the north side of Monroe Street, and 64%
is available on the south side of Monroe Street.
If parking were removed on the north side under
Concept C, the parking demand would increase
on the south side, and parking availability would
drop from 64% to 44%. If parking were removed
City of Santa Clara Mo nroe Street Bikeway Planning Study 65 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 21 . Average Parking Occupancy During Peak Periods 66 Mon roe Street Bikeway Planning Study Cit y of Santa Clara >-s a.. X LU
LU
u z LU
er:
f
l (/)
•I , u z
I LU
I Q'.
I LL
MOI\JROE ST
S St. Lawrence
<i:: Preschool .....J
New Valley
High School
~
Machado
Park
Briarwood
Elementary
School
AVERAGE PARKING AVAILABILITY
DURING PEAK PARKING PERIODS
MONROE STREET BIKEWAY STUDY
Adrian Wilcox
Schoo l
Parking Availability
- No Parking
- > 50%
50% - 30%
- 30%- 15%
- < 15%
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
City of Santa Clara Mon roe Street Bikeway Planning Study 67 r - - I
' - - '
Bracher
r>ark
IP
i rn ;o
(J1
~ rn
Study Corridor
Parks
School
City Boundary
Drache r
Elementary
School
Bowers
Pdrk
0 Institute for Business
& Technology Inc.
0::
0 I
I
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0 U)
0::
u
~ w
> w
U)
0 0
0::
Ever ett N.
"Edd ie"
n Souza Park
--j
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
Middle
School
Santa Clara
Ska te Park
>
~
Q_
>< w
Cf)
<(
~
~ z
<(
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0.25MILES ~
alta
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 22 . Average Parking Occupancy Anticipated – Monroe Street North Side Parking Removed
MONROE STREET BIKEWAY STUDY
68 Mon roe Street Bikeway Planning Study Cit y of Santa Clara >s
CL
X
LLJ
LLJ
u z
LLJ
a::
- - - - - -
I
t/)
I
u z w
0::
u.
S St. Lawrence
<:( Preschool __,
New Valley
High School
SCENARIO ANALYSIS
Adrian Wilcox
School
No parking on both
sides of Monroe St
Briarwood
Elementary
School
~.-
NORTH SIDE PARKING REMOVED
Parking Availability
- No Parking
- >50 %
MONROE STREET 50%- 30%
- 30%- 15%
- <15 %
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
City of Santa Clara Mon roe Street Bikeway Planning Study 69 Concept C: Four Lanes, Buffered Bike Lanes,
Remove Parking on One Side
- - - - - - - - - - -
- - - - - - -
f - - I
'- - - I
Bracher
Park
Bracher
CO Elemenlary
i School
{11
-;cJ
(/)
~
{11
Bowers
Elementa,y
School
Bowers
Park
Study Corridor
Parks
School
City Boundary
lnstitue for
Business &
Technology Inc
a:
0 I
I::,
0 l/l
Cabri llo
/V/ontessori School
of Silicon Valley
Cabrillo
/V/iddle
School
Santa Clara
Skate Park
a:
u
~
UJ
> UJ
l/l
0 0 a:
Ever ett N.
"Eddie "
Souza Park
>-
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Cl.
X w
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<(
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0 1-
z
<(
(f)
0.25MILES ~
alta
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Figure 23 . Average Parking Occupancy Anticipated – Monroe Street South Side Parking Removed
MONROE STREET BIKEWAY STUDY
70 Mon roe Street Bikeway Planning Study Cit y of Santa Clara >s
0..
X LLJ
LLJ
0 z LLJ
e:::
S St. Lawrence
<C Preschool _J
New Valley
High School
SCENARIO ANALYSIS
Adrian Wilcox
School
No parking on both
sides of Monroe St
Briarwood
Elementarv
School
:;.,.111111
SOUTH SIDE PARKING REMOVED
Parking Availability
- No Parking
- >50 %
MONROE STREET 50%- 30%
- 30%- 15%
- >15 %
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
City of Santa Clara Mon roe Street Bikeway Planning Study 71 Concept C: Four Lanes, Buffered Bike Lanes,
Remove Parking on One Side
. - - - - - - - - - -- - - - - - - -
( - - I
' - - '
Bracher
Park
cP
0 % rn
~
t rn
Brach er
Elernenlary
School
Bowers
Elementary
School
Bowers
Park
Study Corridor
Parks
School
City Boundary
0 Institute for Business
& Technol ogy Inc.
0::
0 I
I
:)
0 (f)
0::
u
~ w
> w
(f)
0 0
0::
Everett N.
"Eddie "
0 Souza Park
-I
Cabrillo
Montessori School
of Silicon Valley
Cabrillo
fv!idd/e
School
Santa Clara
Skate Park
>-
~ a.
X w
(/)
<(
~
0 f-
z
<(
(/)
0.25 MILES ~
alta
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Summary
Analyses of the alternatives are summarized in Table 12 and Table 13.
Table 12 . Analysis Summary
Concept Speed Reduction Collision Reduction
Potential Parking Available Peak Travel Time*
(min:sec)
Substandard Level
of Service
Annual VMT
Reduction Estimate
Current Conditions / No Build 37% of drivers exceeded
35 mph limit None N: 61%
S: 64%
AM: 10:25
PM: 11:19
AM: 4
PM: 3 None
Concept A - Two Lanes, Turn Lane, Buffered
Bike Lanes 3-6 mph slower Yes N: 61%
S: 64%
AM: 18:18
PM: 13:35
AM: 4
PM: 4 (+1) 11,911
Concept B - Two Lanes, Turn Lane, Parking-
Protected Bike Lanes 3-6 mph slower Yes N: 61%
S: 64%
AM: 18:18
PM: 13:35
AM: 4
PM: 4 (+1) 11,911
Concept C - Four Lanes, No Parking on One
Side, Buffered Bike Lanes 1-6 mph slower Negligible N: 51%** AM: 10:25 PM: 11:19
AM: 4
PM: 3 11,911
*Peak travel times in the AM are westbound on Monroe St, and eastbound in the PM. **For Concept C, parking would be removed from the south side, as that would have the least impact on parking supply.
SOURCES: The annual VMT reduction estimate is based on formula from California Air Resources Board, Quantifying Reductions in Vehicle Miles Traveled from New Bike Paths, Lanes, and Cycle Tracks https://ww2.arb.ca.gov/sites/default/files/auction-proceeds/bicycle_facilities_technical_041519.pdf 72 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Table 12 . Analysis Summary
Concept Speed Reduction Collision Reduction
Potential Parking Available Peak Travel Time*
(min:sec)
Substandard Level
of Service
Annual VMT
Reduction Estimate
Current Conditions / No Build 37% of drivers exceeded
35 mph limit None N: 61%
S: 64%
AM: 10:25
PM: 11:19
AM: 4
PM: 3 None
Concept A - Two Lanes, Turn Lane, Buffered
Bike Lanes 3-6 mph slower Yes N: 61%
S: 64%
AM: 18:18
PM: 13:35
AM: 4
PM: 4 (+1) 11,911
Concept B - Two Lanes, Turn Lane, Parking-
Protected Bike Lanes 3-6 mph slower Yes N: 61%
S: 64%
AM: 18:18
PM: 13:35
AM: 4
PM: 4 (+1) 11,911
Concept C - Four Lanes, No Parking on One
Side, Buffered Bike Lanes 1-6 mph slower Negligible N: 51%** AM: 10:25 PM: 11:19
AM: 4
PM: 3 11,911
*Peak travel times in the AM are westbound on Monroe St, and eastbound in the PM. **For Concept C, parking would be removed from the south side, as that would have the least impact on parking supply.
SOURCES: The annual VMT reduction estimate is based on formula from California Air Resources Board, Quantifying Reductions in Vehicle Miles Traveled from New Bike Paths, Lanes, and Cycle Tracks https://ww2.arb.ca.gov/sites/default/files/auction-proceeds/bicycle_facilities_technical_041519.pdf City of Santa Clara Mo nroe Street Bikeway Planning Study 73 03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Current Conditions / No Build Concept A - Two Lanes, Turn Lane, Buffered Bike Lanes
Concept B - Two Lanes, Turn Lane,
Parking-Protected Bike Lanes
Concept C - Four Lanes, No Parking on
One Side, Buffered Bike Lanes
Yes No Yes No Yes No Yes No
Benefits for People Riding Bicycles
Adds a bicycle facility
Provides physical separation between traffic and bicyclists Encourages bicyclists to not ride on sidewalks
Provides consistent clear visibility of bicyclists Allows bicyclists to maneuver around debris
Allows bicyclists to make mid-block turns
Benefits for People Driving Vehicles
Maximizes roadway and intersection capacity
Potential to significantly reduce vehicle collisions Adds a turn lane for safer turning maneuvers
Benefits for Community & Residents
Reduces VMT
Maintains existing on-street parking capacity
Encourages slower automobile speeds
Incorporates traffic calming measures
Does not increase pedestrian mid-block crossing demand Maintains existing residential trash collection plan* Allows residents to participate in Annual Cleanup Campaign Does not require construction funding
*For detailed discussion of trash collection, see page 35 Table 13 . Benefits Summary
74 Mon roe Street Bikeway Planning Study Cit y of Santa Clara I
I
I
03 . CORRIDOR ALTERNATIVE CONCEPTS AND ANAL YSIS
Current Conditions / No Build Concept A - Two Lanes, Turn Lane, Buffered Bike Lanes
Concept B - Two Lanes, Turn Lane,
Parking-Protected Bike Lanes
Concept C - Four Lanes, No Parking on
One Side, Buffered Bike Lanes
Yes No Yes No Yes No Yes No
Benefits for People Riding Bicycles
Adds a bicycle facility
Provides physical separation between traffic and bicyclists Encourages bicyclists to not ride on sidewalks
Provides consistent clear visibility of bicyclists Allows bicyclists to maneuver around debris
Allows bicyclists to make mid-block turns
Benefits for People Driving Vehicles
Maximizes roadway and intersection capacity
Potential to significantly reduce vehicle collisions Adds a turn lane for safer turning maneuvers
Benefits for Community & Residents
Reduces VMT
Maintains existing on-street parking capacity
Encourages slower automobile speeds
Incorporates traffic calming measures
Does not increase pedestrian mid-block crossing demand Maintains existing residential trash collection plan* Allows residents to participate in Annual Cleanup Campaign Does not require construction funding
*For detailed discussion of trash collection, see page 35 City of Santa Clara Mo nroe Street Bikeway Planning Study 75
04. Community
Engagement
04 . COMMUNITY ENGAGEMENT
Engagement Strategies
Project Website, Hotline, and Email
City staff hosted and maintained a website on
the Public Works Department page to promote
engagement events, provide educational mate-
rials, document meetings, and provide a forum for
the community to submit comments. The project
email account regularly sent updates to everyone
who had signed up for project notifications when -
ever new information or materials were added to
the project website, including meeting and survey
details. Project staff also provided a phone
number hotline as an accessible alternative for
community members to leave project feedback,
as well as an email address to submit comments.
Site Visit
Participants from the City of Santa Clara Bicycle
and Pedestrian Advisory Committee, City of
Santa Clara staff, and the project team made a
site visit on May 17, 2023, to observe conditions
and behaviors, particularly around the after -
noon release at Wilcox High School. A map and
schedule for observations is shown in Figure 24.
Students commuting independently to Wilcox High School.
Figure 24 . Agenda and Observation Locations (X indicates locations) City of Santa Clara Mon roe Street Bikeway Planning Study 77 Site Visit Agenda :
1) 2:20 PM: Meet at Wilcox HS
2) 2:30 PM: Intros and site visit overview
3) 2:40 PM: Observe Wilcox dism issal period
(bell at 2:55 PM)
4) 3:15 PM: Regroup and discuss
5) 3:35 PM: Observe/discuss other location s
along the corridor
a. Curve east of AWHS (San Juan -
Brown)
b. San Tomas Creek Trail crossing
c. Calabazas Blvd intersection
d.
04 . COMMUNITY ENGAGEMENT
Committee/Commission Meetings
BICYCLE AND PEDESTRIAN ADVISORY
COMMITTEE (BPAC)
City staff met with the BPAC on four different
occasions to provide updates and solicit input at
major milestones:
Meeting 1: Plan overview, schedule, and BPAC
priorities (March 27, 2023)
Meeting 2: Review and collect feedback on draft
corridor concepts (August 28, 2023)
Meeting 3: Review analysis results and provide
feedback on draft concepts (January 22, 2024)
Meeting 4: Approve final report and recommend
preferred design concept to the City Council
(June 2024 - Anticipated)
SENIOR ADVISORY COMMISSION
The project team met with the Senior Advisory
Commission on September 25, 2023, during
Phase 2 of the project to inform commissioners
and members of the public about the project and
collect feedback on the proposed bikeways and
general project input. Staff also provided project
timelines and ways commissioners can stay
involved with the project.
PARKS AND RECREATION COMMISSION
The project team met with the Parks and
Recreation Commission on September 19, 2023,
during Phase 2 of the project to inform commis-
sioners and members of the public about the
project and collect feedback on the proposed
bikeways and general project input. Staff also
provided project timelines and ways commis -
sioners can stay involved with the project.
YOUTH COMMISSION
The project team met with the Youth Commission
on September 12, 2023, during Phase 2 of the
project to inform commissioners about the project
and collect feedback on the proposed bikeways
and general project input. Staff also provided
project timelines and ways commissioners can
stay involved with the project.
Community Workshops
The City hosted five community workshops online
for the public to learn more about the project and
provide feedback. The City advertised the work-
shops on its website and social media channels,
and mailed postcards to all addresses within a
half-mile of the Monroe Street project corridor
(1,000 postcards). Each postcard indicated the
project includes the potential to add bicycle lanes
with the removal of on-street parking or travel
lanes. Additionally, the project team created and
produced 10 roadway signs with project infor-
mation and placed them along the corridor early
during Phase 1 engagement. Signs remained
along the corridor for the duration of the project.
Phase 1:
• Community Workshop #1: May 17, 2023
• Community Workshop #2: May 20, 2023
Phase 2:
• Community Workshop #3: September 14, 2023
• Community Workshop #4: September 23, 2023
Phase 3:
• Community Workshop #5: January 17, 2024
78 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 04 . COMMUNITY ENGAGEMENT
Pop-Up Events
The City held pop-up events at six locations
to meet residents, students, and community
members and engage them on the project. These
events are described in the sections that follow.
Each of the pop-up events, except for the Wilcox
High School Outreach event, included three other
separate bikeway studies on Benton Street, Walsh
Avenue/Martin Avenue, and Coleman Avenue/De
La Cruz Boulevard.
EARTH DAY / ARBOR DAY
At the Earth Day / Arbor Day event held at
Central Park on April 27, 2023, from 10:00 a.m. to
2:00 p.m., the project team introduced the four
corridor studies, including the Monroe project,
to the public. A map of the study corridors with a
QR code that linked to the project webpages was
displayed. Overall, four members of the public
signed up for project updates through email
contact.
BIKE TO WORK DAY
The City partnered with Silicon Valley Power to
co-host an energizer station and pop-up event
along the San Tomas Aquino Creek Trail on Bike
to Work Day, Thursday, May 18, 2023, between
7:00 and 10:00 a.m. The pop-up was at a trail -
head near the Agnew Road intersection. This
event featured representation from all four of
the City’s corridor planning projects. Overall, the
staff gathered feedback from over 30 community
members.
SANTA CLARA ART AND WINE FESTIVAL
On September 16 and 17, 2023, at Central Park,
the project team had a booth set up with concept
display boards, paper surveys, and QR codes
for the project website and survey. Over 400
community members engaged with staff on the
project.
WILCOX HIGH SCHOOL OUTREACH
The project team set up a booth outside the front
office at Wilcox High School during afternoon
dismissal on October 23, 2023, with concept
display boards, paper surveys, and QR codes for
the project website and survey. Approximately 30
students provided comments, and 18 people from
the Wilcox High School community completed a
survey.
HOLIDAY TREE LIGHTING CEREMONY
The project team also attended the Holiday Tree
Lighting Ceremony on December 1, 2023, where
a similar booth was set up for broader community
members to engage with staff on the project, with
concept display boards, comment cards, and QR
codes for the project website and survey. Staff
collected 20 comment cards.
CALTRAIN COMMUTER OUTREACH
On Thursday, February 15, 2024, from 4:00 to
6:00 p.m., the project team set up a pop-up
event at the Santa Clara Caltrain station, with
concept display boards, maps, and QR codes for
the project website and survey. Around a dozen
community members engaged with staff directly.
Online Surveys
The project team conducted three public surveys
throughout the project period, and all were
posted to the project website. The first was a
brief survey that included questions on trans -
portation preferences and behaviors, specific
questions about how attendees use Monroe
Street, and demographic questions. The second
survey gathered feedback and preferences on
draft corridor concepts, while the third survey
asked for ranked preferences on corridor
concepts after revisions.
City of Santa Clara Mo nroe Street Bikeway Planning Study 79 04 . COMMUNITY ENGAGEMENT
Community members participate in events at Santa Clara Art and Wine Festival (top), Bike to Work Day (lower left), and Wilcox High School (lower right).
80 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 04 . COMMUNITY ENGAGEMENT
Community members participate in events
at Holiday Tree Lighting Ceremony (above)
and Caltrain Commuter outreach (left).
City of Santa Clara Mo nroe Street Bikeway Planning Study 81 04 . COMMUNITY ENGAGEMENT
Phase 1 Engagement Summary Findings
The Monroe Street Bikeway Study offered
multiple community engagement opportuni -
ties during its first phase, including two virtual
community workshops, pop-up events on Bike
to Work Day and Earth Day/Arbor Day, online
community survey, project email address and
voicemail number, and one BPAC meeting.
At the virtual community workshops, participants
described their current experiences traveling
on Monroe Street. Sample comments included
that biking doesn’t feel safe and cars pass too
close, traffic backups can sometimes be an issue,
when the street is not congested speeding can
be an issue, making left turns without a center
turn lane feels risky, and the San Tomas Aquino
Creek Trail crossing is confusing for many people.
Community members shared that their goals
for Monroe Street centered around improving
safety for all roadway users and improving
biking connectivity and comfort. Attendees
ranked five priorities for the corridor and stated
that addressing safety and traffic calming was
their top concern, followed by managing traffic
congestion. Attendees also shared that safe bike
facilities accompanied by traffic calming to slow
cars down would encourage them to bike more.
Workshop recordings were posted to the project
webpage.
At the Bike to Work Day event, staff gathered
feedback from over 30 community members
and engaged many more on the project. Several
common comment themes emerged. Multiple
people stated that they intentionally do not
ride on Monroe Street but instead ride on more
comfortable parallel streets like Aster Avenue/
Agate Drive. They indicated that improvements
to the San Tomas Aquino Creek Trail crossing
would be appreciated. Finally, many residents
appreciated the intent to add buffered bike lanes,
especially seeing the benefit it would have for
high school students and staff.
The first Monroe Street survey received 67
responses. The survey asked about community
members’ travel preferences, current thoughts
on the state of the corridor, and their ideas for
the future. Roughly 37% of survey respondents
reported walking along the corridor at least once
a week, and 56% indicated that they bike along
the corridor at least once per week. And 60%
of respondents indicated that they also drive
the corridor at least once a week. While 44% of
respondents indicated that they either agree or
strongly agree that they can usually find parking
near their destination; over 43% gave a neutral
response. Regarding traffic, 61% of respondents
agreed or strongly agreed that traffic generally
flows well on Monroe Street; less than 9% of
respondents disagreed or strongly disagreed.
The survey asked respondents about what
factors influence their transportation deci -
sion-making. Around 77% of respondents
indicated that “riding a bicycle or other rolling
device does not feel safe” as a factor in their
decision-making. This was one of two reasons
selected by over half of the respondents. The
second-highest impactful factor was “crossing
the street is uncomfortable or doesn’t feel safe,”
with 51% of respondents selecting that option.
No other option was chosen by more than 15%
of respondents. When asked which biking and
walking improvements would improve their overall
experience on Monroe, the top three responses
were to add/enhance bicycle lanes along the
82 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 04 . COMMUNITY ENGAGEMENT
roadway, improve bicyclists’ safety at inter-
sections along Monroe Street, and add traffic
calming features. A full summary of responses is
shown in Appendix B.
Finally, the Monroe Street email and voicemail
accounts received six comments during this first
phase. Community member feedback centered
around concerns about existing crossings
(bicycle and pedestrian) for students at the high
school, safety improvements for people riding
bicycles, and safety improvements for people
walking.
Across all Phase 1 engagement events, three
common themes emerged:
• Bicycle facilities should feel safe and comfort -
able, especially for high school students.
• Crossing Monroe Street is uncomfortable on a
bicycle or as a pedestrian.
• Improved connections to and crossings of the
San Tomas Aquino Creek Trail can enhance
connections to multiple destinations. The
Monroe Street crossing specifically was raised
by multiple community members.
Community member stops to engage with bikeway concepts during Bike to Work Day.
City of Santa Clara Mo nroe Street Bikeway Planning Study 83 04 . COMMUNITY ENGAGEMENT
Phase 2 Engagement Summary Findings
The second phase of engagement included
two virtual community workshops; two pop-up
events at the Art and Wine Festival and at Wilcox
High School; and meetings with the Youth
Commission, Senior Advisory Commission, Parks
and Recreation Commission, and BPAC. This is all
in addition to a second online design alternatives
survey and continued use of the project email
address and voicemail number.
The City hosted two virtual community work -
shops for the project on the evening of Thursday,
September 14, 2023, at 6:00 p.m., and the after-
noon of Saturday, September 23, 2023, at 1:00
p.m. The City advertised the workshops on its
website and mailed postcards to all addresses
within a half-mile of the Monroe Street project
corridor (1,000 postcards). Both workshops
covered the same content. Thursday’s workshop
had eight attendees, and Saturday’s had two. The
presentations included interactive polling from
Mentimeter and a question-and-answer session
at the end of the formal presentation. Project
staff presented a project overview, corridor
parking and collision analysis, and alternative
concept designs. Workshop recordings were
posted to the project webpage.
When asked about design alternatives presented,
participants expressed concerns about high-
speed traffic and getting doored by people
exiting parked vehicles. Participants described a
desire to balance bicycle safety with neighbor-
hood needs. Attendees also shared that safe bike
facilities accompanied by traffic calming to slow
cars down would encourage them to bike more.
The second online survey was posted on August
28, 2023, and ran until October 31, 2023, and
received 118 public responses, of which 15% were
affiliated with Wilcox High School. At least 54%
travel along or cross the corridor regularly, and
at least 43% live on or near it. Respondents were
asked to review each concept and indicate if they
fully supported, supported with minor modifi -
cations, needed major changes to get support,
or did not support the concept. Results of the
survey are shown in Table 14: Online Survey #2
Results – All Responses. Responses from people
affiliated with Wilcox High School are shown in
Table 15: Online Survey #2 Results – Wilcox High
School. In their reactions, Wilcox High School
respondents wrote that they needed “dedicated
bike lanes” and “protected biking” represented by
Concepts B and C.
Among all respondents, 63.1% fully supported or
supported with minor changes Concept A: Two
Lanes, Center Turn Lane, Buffered Bike Lanes,
Parking on Both Sides. Among respondents affil -
iated with Wilcox High School, no one indicated
full support, and 66.7% would support Concept
A with minor changes. For those who indicated
“support with minor changes” in Concept A,
common comments include adding physical
separation of bike lanes from traffic and moving
the bikeway to the other side of parked cars.
Among all respondents, 70.2% fully supported
or supported with minor changes Concept B:
Two Lanes, Center Turn Lane, Parking-Protected
Bike Lanes. Among respondents affiliated with
Wilcox High School, 33.3% indicated full support,
and 16.7% would support Concept B with minor
changes. For those who indicated “support with
Community members discussing bikeway concepts
with the project team during the Art & Wine Festival.
84 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 04 . COMMUNITY ENGAGEMENT
Response Concept A Concept B Concept C
Two Lanes, Center
Turn Lane, Buffered
Bike Lanes, Parking
on Both Sides
Two Lanes, Center
Turn Lane, Parking-
Protected Bike Lanes
Four Lanes, Buffered
Bike Lanes, Remove
Parking on One Side
Fully support 28.6% 51.2% 27.2%
Support with minor changes 34.5% 19.0% 17.3%
Needs major changes to get
my support 16.7% 11.9% 17.3%
I do not support this concept 21.4% 21.4% 39.5%
Response Concept A Concept B Concept C
Two Lanes, Center
Turn Lane, Buffered
Bike Lanes, Parking
on Both Sides
Two Lanes, Center
Turn Lane, Parking-
Protected Bike Lanes
Four Lanes, Buffered
Bike Lanes, Remove
Parking on One Side
Fully support 0.0% 33.3% 60.0%
Support with minor changes 66.7% 16.7% 20.0%
Needs major changes to get
my support 16.7% 33.3% 0.0%
I do not support this concept 16.7% 16.7% 20.0%
Table 14 . Online Survey #2 Results – All Responses (118 responses) Table 15 . Online Survey #2 Results – Wilcox High School (18 responses) minor changes” in Concept B, common comments
include adding raised curb between parking
and bikeway, and visibility concerns around
driveways.
Among all respondents, 44.5% fully supported or
supported with minor changes Concept C: Four
Lanes, Buffered Bike Lanes, Remove Parking
on One Side; 39.5% of respondents said that
they did not support Concept C, the highest
level of opposition among the three concepts.
Among respondents affiliated with Wilcox High
School, 60% indicated full support, and 20%
would support Concept C with minor changes.
For those who indicated “support with minor
changes” in Concept C, common comments
include adding physical separation of bike lanes
from traffic, need for reducing vehicle speeds
(traffic calming), and need for increased parking
enforcement.
City of Santa Clara Mo nroe Street Bikeway Planning Study 85 04 . COMMUNITY ENGAGEMENT
Phase 3 Engagement Summary Findings
The third and final phase of engagement for this
project included one virtual community workshop,
two pop-up events with the Santa Clara Tree
Lighting Ceremony and at the Caltrain station;
and a meeting with BPAC. This was all augmented
with a third ranked choice survey and continued
use of the project email address and voicemail
number.
The project team hosted one virtual commu -
nity workshop for the project on the evening
of Wednesday, January 17, 2024. The team
advertised the workshop on the City’s website
and mailed postcards to all addresses within a
half-mile of the Monroe Street project corridor
(1,000 postcards). Twelve people attended
the workshop. The presentation included a
project overview, corridor parking and colli-
sion analysis, alternative concept designs, and
a question-and-answer session at the end. Key
comments were around concerns about people
speeding in vehicles on the corridor, and design
accommodations for the specific needs of people
riding bicycles, such as signal detection and
turning radii.
The project team ran the third and final online
survey from January 16, 2024, until February 25,
2024. The survey received 124 public responses,
and a decision on the preferred alternative will
include input from all members of the community.
Approximately 13% of respondents live or work
on Monroe Street, and the majority travel or cross
the corridor regularly (see Figure 25). The project
team used ranked choice voting to determine
which alternative had majority support from the
public. If no candidate had an outright majority,
the team eliminated the recipient with the fewest
first-choice votes. Those who voted for the elim-
inated candidate had their votes redistributed to
their next highest ranked choice in the following
round. Concept B won with an outright majority
(50%) of all 1st choice votes, as shown in Figure
26. Some respondents indicated they would
rather have a protected bikeway for their own
safety and comfort, rather than one only sepa -
rated from traffic by paint.
Figure 25 . Survey Results - Relation to
Monroe Street
0% 10% 20% 30% 40% 50% 60%
45%
21%
55%
40%
22%
9%
2%
13%
Live or work on the street
Live or work within a few blocks
Attend/work at Wilcox High School
Travel on the corridor regularly
Cross the corridor regularly
Travel on the corridor occasionally
Cross the corridor occasionally
Other
86 Mon roe Street Bikeway Planning Study Cit y of Santa Clara ■
■
■
■
■
■
■
■
04 . COMMUNITY ENGAGEMENT
Figure 26 . Ranked Choice Voting Results
City of Santa Clara Mon roe Street Bikeway Planning Study 87 50 (/)
LlJ
f-
0 40 >
LlJ
0 <(
_J
0...
f- 30
(/)
0:::
LL
LL
0 20 LlJ
C)
~ z
LlJ
0 10 0:::
LlJ
0...
0 No Concept Concept Concept
Build A B C
05. Recommendations
05 . RECOMMENDATIONS
Final Recommendation
City Council will review the results of the study
and make a recommendation. This chapter
is a placeholder until the final draft report is
published.
City of Santa Clara Mo nroe Street Bikeway Planning Study 89 05 . RECOMMENDATIONS
Next Steps and Funding
If City Council chooses a preferred design
concept, the City will need to acquire funding
for design and construction. Typical construc-
tion costs are shown below and will be refined
based on the preferred design concept and the
final corridor design. This chapter also includes
potential federal, state, regional, and local grant
sources to fund the design and construction.
High Level Cost Estimates
The estimated costs in Table 16: Generalized
Planning Level Costs – Bikeways are planning
level costs that help the public understand at
a high level what investments are required for
various infrastructure improvements. Costs are in
2024 dollars.
Table 16 . Generalized Planning Level Costs
– Bikeways
Bikeway Classification Cost Per Mile
Class II – Bicycle Lane $118,000-$619,000
Class IIB – Buffered
Bicycle Lane
$195,000 - $619,000
Class IV – Separated
Bikeway
$366,000
- $1,134,000
There are also additional cost considerations
when installing these bikeways, particularly
around crossings or intersections. Comple -
mentary pedestrian improvements could also
be considered in future design phases. Some
of these infrastructure cost considerations are
included in Table 17: Generalized Planning Level
Costs – Spot Improvements.
Table 17 . Generalized Planning Level Costs
– Spot Improvements
Proposed Improvement Cost of Each
Construct Median
Refuge
$1,500 - $2,900
Install New Sidewalk
(per mile)
$987,000
- $1,536,000
Install/Upgrade
Crosswalks (per LF)
$22 - $37
Install/Upgrade Curb
Ramps
$7,300 - $14,600
Reconfigure Slip Lane $585,200 - $877,700
Reduce Turning Radius $146,300
- $1,097,200
90 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 05 . RECOMMENDATIONS
Local and Regional Grant Programs
2016 MEASURE B
Santa Clara voters approved a half-cent sales
tax in 2016 to fund transportation infrastructure
investments. Measure B is expected to raise
$6.3 billion (2017 dollars) over 30 years to fund
nine program categories. The Local Streets
and Roads Program returns funds to the cities
and the County on a formula basis to be used
to repair and maintain the street system. The
allocation is based on the population of the
cities and the County of Santa Clara’s road and
expressway lane mileage. Cities and the County
will be required to demonstrate that these funds
would be used to enhance and not replace their
current investments for road system maintenance
and repair. The program would also require that
cities and the County apply Compete Streets
best practices to improve bicycle and pedestrian
elements of the street system. If a city or the
County has a Pavement Condition Index score of
at least 70, it may use the funds for other conges-
tion relief projects. Two hundred fifty million
dollars has been allocated toward the Bicycle
and Pedestrian Program. Within the Bicycle and
Pedestrian Program, funds are divided between
capital projects (80%), education and encourage -
ment programs (15%) and planning studies (5%).
The education and encouragement funds will be
allocated to cities based on a population formula
with a $10,000 annual minimum allocation per
city; $250,000 will be reserved for countywide
programs. Funds for bicycle and pedestrian
projects are applied to a select list of projects
approved by the VTA Board.
Funds are programmed by VTA.
TRANSPORTATION FUND FOR CLEAN AIR
COUNTY PROGRAM MANAGER FUND
The Bay Area Air Quality Management District
(BAAQMD) administers funds to the VTA for
projects that reduce vehicle emissions including
bicycle projects. These funds come from a $4
vehicle registration surcharge in Bay Area coun -
ties and can be used as a match for competitive
state or federal programs.
Funds are programmed by VTA.
ONE BAY AREA GRANT
The One Bay Area grant program (OBAG)
emphasizes funding for projects within Priority
Development Areas in the region that are in-line
with housing and land use goals. Projects that
are within or provide access to these Priority
Development Areas could qualify for these
grants.
Funds are programmed by the Metropolitan
Transportation Commission (MTC) and the VTA.
TRANSPORTATION DEVELOPMENT ACT
ARTICLE 3
Transportation Development Act Article 3 (TDA
3) provides funding annually for bicycle and
pedestrian projects. Two percent of TDA funds
collected within the county are used for TDA 3
projects. Metropolitan Transportation Commission
policies require that all projects be reviewed by
a Bicycle and Pedestrian Advisory Committee or
similar body before approval.
Funds are programmed by VTA.
City of Santa Clara Mo nroe Street Bikeway Planning Study 91 05 . RECOMMENDATIONS
State and Federal Grant Programs
CALIFORNIA ACTIVE TRANSPORTATION
PROGRAM (ATP)
Governor Edmund G. “Jerry” Brown signed legis-
lation in 2013 that consolidates existing federal
and state transportation programs including the
Transportation Alternatives program, Bicycle
Transportation Account, and State Safe Routes
to School, into a single program focused on
expanding and enhancing active transporta -
tion across the state. The Active Transportation
Program is intended to increase the use of active
transportation, enhance safety for non-motor-
ized users, improve public health, and advance
regional greenhouse gas reduction goals
pursuant to Senate Bill 375 (of 2008) and Senate
Bill 341 (of 2009). This grant program funds a
wide variety of activities and projects that further
the goals of the program including infrastructure,
non-infrastructure, and planning studies.
Funds are programmed by Caltrans with guidance
from the California Transportation Commission
(CTC).
HIGHWAY SAFETY IMPROVEMENT PROGRAM
Caltrans offers Highway Safety Improvement
Program grants every one to two years. Projects
on any publicly owned road or active trans-
portation facility are eligible, including bicycle
and pedestrian improvements. This program
focuses on projects that explicitly address
documented safety challenges through proven
countermeasures, are implementation ready, and
demonstrate cost-effectiveness.
Funds are programmed by Caltrans.
OFFICE OF TRAFFIC SAFETY GRANT
The Caltrans Office of Traffic Safety makes
grants available to local and state public agencies
for programs that help them enforce traffic laws,
educate the public in traffic safety, and provide
varied and effective means of reducing fatalities,
injuries, and economic losses from collisions.
Funding can be used for safety trainings, bike
helmets, and traffic safety campaigns, among
other activities.
Funds are programmed by the Office of Traffic
Safety.
92 Mo nroe Street Bikeway Planning Study Ci ty of Santa Clara 05 . RECOMMENDATIONS
SAFE STREETS AND ROADS FOR ALL (SS4A)
Established under the Bipartisan Infrastructure
Law, this discretionary program funds regional,
local, and tribal initiatives to prevent roadway
deaths and serious injuries. Grant types include
Planning and Demonstration Grants as well as
Implementation Grants. Eligible activities include
pilot and demonstration projects, data analytics,
creating safe routes to schools, promotional
and education materials, and expanding bicycle
networks. An eligible Safety Action Plan must be
developed prior to applying for Implementation
Grants under this program.
Funds are awarded by the US Department of
Transportation.
ROAD MAINTENANCE AND REHABILITATION
PROGRAM
Senate Bill 1 created the Road Maintenance
and Rehabilitation Program to address deferred
maintenance on state highways and local road
systems. Program funds can be spent on both
design and construction efforts. On-street active
transportation-related maintenance projects are
eligible if program maintenance and other thresh -
olds are met.
Funds are programmed by the State Controller’s
Office with guidance from the CTC.
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