6.11 Products and Prices.
(a) Concessionaire agrees that it will have available at all times sufficient quantities and varieties of wholesome Refreshments. Title to the Refreshments shall - 47 -
remain vested in Concessionaire. Consumables shall be first quality, wholesome, fresh and pure, and all products on hand shall be stored and handled with due regard for sanitation. Prices, portions, sources of supply, quality, product selection and specific brands of Refreshments shall be subject to Manager's prior approval, provided that the use of a particular brand does not conflict with or violate any Legal Requirements, Alcohol Laws, or Stadium Right(s). Manager shall have the right, in its sole discretion, to cause Concessionaire to change prices and to rnn promotions directed at consumers which may include the sale of Refreshments.
(b) Fixed menus and menu boards (static or electronic), to feature prices, graphics and theme elements for the Food and Beverage Services, will be installed in conspicuous places in or adjacent to the Food and Beverage Facilities and Service Areas.
Concessionaire shall be solely responsible for programming and maintaining all Concessions-related menus, graphics, and animations used within the Stadium Internet Protocol Television ("IPTV") system, subject to the approval of Manager of any and all such menus, graphics, and animations. Concessionaire shall coordinate its IPTV programming with all other users of the IPTV system and as otherwise directed by Manager, including but not limited to the periodic expression of graphics, animations and other advertising material. Concessionaire shall produce and maintain in each Suite at least one printed menu (in a form approved or designated by Manager), and provide additional copies for Suite holders, and shall produce and maintain in each Club Area an appropriate number of printed menus (in a form approved or designated by Manager).
Concessionaire and Manager shall discuss in good faith the best way to provide &n appropriate number of printed ingredient lists to patrons in the Club Areas. ( c) Prior to each NFL season during the Term, Concessionaire shall provide a tasting of all Refreshments proposed to be offered in the Suites and Club Areas for the upcoming season at a reception for all Suite holders, media partners and a limited number of Club Area seat holders (not to exceed twenty percent (20%) of the maximum number of Club Area seat holders) to be held at a time and place in the Stadium designated by Manager. These Refreshments shall be provided by Concessionaire at no cost to seat holders, except that, if more than 1,000 Club Area seat holders participate in any such tasting, then Refreshments shall be provided by Concessionaire at no cost only to the first 1,000 Club Area seat holders, and Refreshments provided to any additional Club Area seat holders shall be provided at cost. Manager and Concessionaire shall consider modifications to the proposed menu based upon the responses of the guests at the reception.
( d) Except as otherwise provided in this Agreement, all Refreshments will be served from and in serviceware and containers approved by Manager.
6.12 Branded Products; Licensed Products.
(a) Manager shall have the right to require Concessionaire to sell exclusively certain designated brands of specific types of food and non-alcoholic beverage Branded Products and to otherwise take innovative action to increase sales and/or improve customer satisfaction of such Branded Products. Concessionaire shall work in good faith - 48 -
with Manager to develop, design, and implement programs for Branded Products as part of the Food and Beverage Services. Concessionaire acknowledges that nothing in this Agreement grants Concessionaire any right to sell sponsorships, advertising space, or exclusivity at the Stadium or any signage related thereto or to take any action that would violate any provision of the Stadium Rights or otherwise. All sums paid or payable by the provider or supplier of a Branded Product specified by Manager shall be the sole property of Manager, for the benefit, however, of the Authority or StadCo, as applicable in accordance with the Stadium Lease. In the event that any exclusivity of a Branded Products results in a material increase in the costs of goods, Concessionaire and Manager shall work in good faith to determine modified pricing of such exclusive Branded Products for Non-NFL Events.
(b) Manager shall have the right to require Concessionaire to sell certain Licensed Products pursuant to any arrangements Manager shall make with the licensor of such Licensed Products. All sums paid or payable by the provider or sponsor of Licensed Products to Manager, if any, shall be the sole property of Manager. All revenues derived :from Licensed Products, less any applicable Licensed Products Charges, shall be included in Gross Receipts. Concessionaire shall ensure that Licensed Products at all times comply with the terms of this Agreement, included the Branded Products requirements. At Concessionaire's request, Manager, in its sole discretion, may approve other "name brand" products for sale, but such products shall not be considered Licensed Products for the purpose of this Agreement, and Concessionaire shall be solely responsible for any charges related to such "name brand" products and shall ensure that such products comply with the Branded Products guidelines. All sums paid or payable by the provider or sponsor of such "name brand" products shall be the sole property of Manager.
6. 13 Annual Plans; Approval Procedure.
Not less than sixty (60) days prior to the commencement of each Fiscal Year during the Term, Concessionaire shall provide Manager with: (i) its financial business plan, in a form reasonably acceptable to Manager, including projected Budget, which shall include operating budgets, Joint Operating Costs, Authority Operating Costs, StadCo Operating Costs, and proposed purchases of Equipment, uniforms and Smallwares, and complete profit and loss projections for the ensuing Fiscal Year for Catered Events, for Non-NFL Events, and for NFL Events, and (ii) its Food and Beverage Services plan for such Fiscal Year, including the menu, portion size, dietary information, branding and pricing schedule for the Stadium by type of location, or as otherwise directed by Manager. Manager shall notify Concessionaire of changes it desires within thirty (30) days following receipt of Concessionaire's financial business plan or Food and Beverage Service plan, as applicable, and Concessionaire shall promptly make all such changes. In the event that Manager requests a modification to Concessionaire's plans, which would result in a material and substantial deviation from Concessionaire's proposed staffing and pricing models for Non-NFL Events, then the parties agree to meet and discuss, in good faith, a reasonable solution to offset the financial impact to Concessionaire. Any anticipated variance in a budgeted line item that exceeds ten percent (10%) of the applicable line item or any purchase not included in the Budget that exceeds $1 0,000, shall be promptly reported to, and subject to the prior approval of, Manager.
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6.14 Alterations; No Rights in Facilities.
(a) Concessionaire shall not alter or add to the Food and Beverage Facilities, Service Areas or Equipment or make any material installations without having first obtained the written consent of Manager. All permitted alterations and installations shall (i) be performed by qualified and experienced contractors that meet all Legal Requirements, adhere to all applicable policies and procedures of the Stadium and are reasonably acceptable to Manager, (ii) conform to and be made in accordance with all applicable Legal Requirements using first quality materials and workmanship and othe1wise consistent with any standards established by the Authority, StadCo, and/or Manager, and (iii) be effected during times that do not interfere with any Events, Catered Events or other operations at the Stadium. Subject only to the Stadium Lease, Manager reserves the right to make and/or cause to be made all changes, alterations, additions, improvements, repairs or replacements to the Stadium as the Authority, StadCo and/or Manager deems necessary or desirable. Manager shall use reasonable efforts to minimize interference with Concessionaire's use of the Food and Beverage Facilities during the making of such changes, alterations, additions, improvements, repairs or replacements, provided that neither the Authority, StadCo nor Manager shall have any obligation to employ contractors or labor at overtime or other premium pay rates or to incur any other overtime costs or additional expenses whatsoever.
(b) Notwithstanding anything to the contrary in this Agreement, the location of all Food and Beverage Facilities and Service Areas, whether temporary or permanent, shall be determined by Manager and may be changed by Manager from time to time.
Concessionaire shall not acquire any rights to such areas or to any Equipment, which shall remain the sole property of Manager, except as may be set forth in this Agreement.
6.15 Advertising Restriction s.
(a) Concessionaire acknowledges that all advertising rights, expressly including such rights at the Stadium, belong to the Authority and the tenants of the Stadium. Concessionaire shall not, without the written approval of Manager, (i) advertise any brand names in the Stadium; (ii) use the name or logo of the Stadium on any material; (iii) place advertising of any kind on Concessionaire's or a third-party's equipment; (iv) use the name or logo of Concessionaire at the Stadium or in materials that refer to the Stadium; (v) advertise in or about the Stadium in any manner or form, or elsewhere with respect to its activities at the Stadium; and (vi) provide or promise (in writing or otherwise) any exclusivity to any third-party brand as part of the Food and Beverage Services as the Stadium.
(b) Manager may require Concessionaire to use specially designed logoed uniforms, sales material, printed and IPTV menus, cups, napkins, stationary and other materials, including but not limited to concession signage, and the cost of any items deemed obsolete due to a change requested by Manager shall be a StadCo Operating Cost, Authority Operating Cost, or Joint Operating Cost, as appropriately determined by the parties. Without limiting the generality of the preceding sentence, as directed ( and approved) by Manager, all Smallwares used throughout the Stadium (including Club - 50 -
Areas) shall bear the name, logo or marks of the Stadium naming rights sponsor, and all Smallwares used in a particular Club Area ( or other Service Area, as designated by Manager) shall bear the name, logo or marks of the applicable Club Area ( or other) sponsor. Manager shall provide any required logo design to Concessionaire. Without limiting Manager's right of approval, Concessionaire shall include pre-approved references to (or as instructed by) Manager in all media or publicity relating to the Stadium or the Food and Beverages Services. Concessionaire must provide printed and IPTV Catered Event and Suite menus approved by Manager, utilizing the Authority's (for the Authority's Events), StadCo (and its Affiliates) for their Events and, for Manager (and its Affiliates') Events, Manager's ( or its Affiliates') logos, used exclusively for the Stadium, in sufficient quantities for use by Manager's and Concessionaire's marketing staffs.
(c) Except as provided in Section 6. 15(b), Concessionaire shall have no right to use the Stadium Rights or trademarks, symbols or trade names of the Authority, StadCo, Manager or their respective Affiliates, or Stadium tenants or their Affiliates or other Event performers directly or indirectly, in connection with any production, promotion, service or publication, without the prior written approval of Manager; provided, however, Concessionaire may, in a reasonable and tasteful fashion, including by use of relevant names and logos, promote its affiliation with the Stadium and the services provided by Concessionaire under this Agreement in Concessionaire's and its affiliates' corporate promotional materials and social media, as approved by Manager. (d) Notwithstanding anything herein to the contrary, but subject to the terms and conditions of the Stadium Lease, the Authority, Manager, and the Stadium tenants, including StadCo, may sell advertising and sponsorship packages for the Stadium, which may include product availability rights at the Stadium, where legally permissible.
Subject to Section 6. 12, such rights may be granted in connection with Branded Products, Licensed Products, or otherwise. Accordingly, where legally permissible, Manager reserves the final right of approval of Concessionaire's sources of product supply, and Concessionaire shall honor all rights granted by the Authority, StadCo or Manager to their respective advertisers and sponsors.
6. 16 Website.
Concessionaire shall assist the Authority, StadCo, Manager and their respective Affiliates and all Stadium tenants in developing and maintaining food and beverage sections in their respective websites. Such assistance shall include, without limitation, (a) creating effective means of promoting the sale of Refreshments at Events and the use of the Stadium for Catered Events, (b) providing access to menus in different areas of the Stadium, ( c) providing a means to book Catered Events online and through other modes of then-cun-ent information technology, and ( d) providing a means for Suite licensees to place Refreshment orders online and through other modes ofthen-cunent information technology prior to Events. - 51 -
6. 17 Safety Plan.
Not less than sixty (60) days prior to the Commencement Date, Concessionaire shall submit to Manager for its approval a written plan describing Concessionaire's procedures for the (i) transport of materials and supplies, such as carbon dioxide bottles and beer kegs, during Events, including, without limitation, the routes and locations for movement and storage, and methods of handling such materials and supplies; (ii) storage of materials and supplies in the Stadium; and (iii) use and maintenance of all motorized vehicles of any type which are owned or operated by Concessionaire in the Stadium, including, without limitation, the type of fuel used to power such vehicles, maximum speeds of operation, routes and locations of travel and storage, maintenance schedules and procedures, and training procedures for Concessionaire personnel using such vehicles. Concessionaire shall make such modifications to any written plan covered by this Section 6.17 as Manager shall reasonably request from time to time.
6. 18 Ethical Standards for Concessionaire.
Concessionaire represents and wanants to and covenants with Manager as of the Effective Date that Concessionaire, or its legal and authorized representative charged with such matters, has: (A) read Exhibit H, entitled "Ethical Standards for Concessionaire"; and (B) in evidence of its understanding of the terms of such Exhibit H and in connection with the execution and delivery of this Agreement, separately executed and delivered Exhibit I, entitled "Affidavit of Compliance with Ethical Standards."
ARTICLE VII
Indemn ification and Insu ra nce
7.1 Indemnification.
(a) Concessionaire shall indemnify, defend and hold harmless the Authority, Manager and the Additional Indemnitees, and their respective officers, directors, managers, members, partners, owners and employees from and against all losses, costs, suits, actions, claims, damages, amounts paid in settlement, liabilities, costs and expenses, including reasonable attorneys' fees (collectively, "Lo sses"), resulting to, imposed upon, asse1ted against or incuned by any of them (including in any action between the parties) to the extent in connection with or arising out of (i) any breach by Concessionaire under this Agreement, (ii) the use or occupancy of the Stadium or Outside Areas by Concessionaire or its employees, agents or contractors, (iii) any activity, inactivity, work or thing done or permitted by Concessionaire or its employees, agents or contractors in or upon the Stadium or Outside Areas, including the performance of the Food and Beverage Services, or (iv) any injury or damage to any Person or to the property of any Person caused by the action or omission of Concessionaire or its employees, agents or contractors; excepting any claims to the extent caused by the negligence or willful misconduct of Manager. For the avoidance of doubt, nothing herein is intended to limit Concessionaire's rights to seek contribution for Losses from Manager, Authority, or any other party to the extent attributable to such party's negligence or willful misconduct.
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(b) Manager shall indemnify, defend and hold harmless Concessionaire and its officers, directors, managers, members, partners, owners and employees from and against all Losses resulting to, imposed upon, asserted against or incurred by any of them (including in any action between the paiiies) in connection with or arising out of any breach by Manager under this Agreement or injury or damage to any Person or to the property of any Person caused by the negligence or willful misconduct of Manager or its employees.
( c) If any claim, demand, action or proceeding is made or commenced by any third paiiy (a "Third Party Claims") against any party that is entitled to be indemnified with respect thereto under this Section 7.1 (the "Indemnified Party"), the Indemnified Party shall give the party obligated to provide the indemnity (the "Indemnifying Party") prompt notice thereof; the failure to give such notice shall not affect the liability of the Indemnifying Party under this Agreement except to the extent the failure materially and adversely affects the ability of the Indemnifying Party to defend the Third Party Claim.
The Indemnifying Party shall have the right to assume the defense and resolution of the Third Party Claim, provided that (i) the Indemnified Party shall have the right to participate in the defense of the Third Party Claim at its own expense through counsel of its choice ( control of the defense will remain with the Indemnifying Party), (ii) the Indemnifying Paiiy shall not consent to the entry of any judgment or enter into any settlement that would require any act or forbeai·ance on the part of the Indemnified Party or which does not unconditionally release the Indemnified Party from all liability in respect of the Third Party Claim or would otherwise bring dishonor or disrepute upon Authority, Manager, any of their respective Affiliates, without the prior written consent of the Indemnified Party, and (iii) the Indemnified Party may unde1iake the defense of the Third Party Claim, at the Indemnifying Party's expense, if the Indemnifying Party fails to (A) assume the defense within ten (10) business days after notice from the Indemnified Party or (B) diligently prosecute the defense.
7.2 Concessionaire's Insurance .
(a) Throughout this Section 7.2, and as otherwise used in the Agreement, capitalized, insurance-related te1ms are intended to have those respective meanings as are used consistently throughout the commercial insurance industry in the United States.
Except as otherwise set forth in this Section 7.2, on or within a commercially practicable time following the Effective Date and prior to commencing any work or activity at the Stadium pursuant to this Agreement, Concessionaire shall obtain and thereafter continue to maintain until the end of the Term the following insurance coverage, which shall be in form and substance reasonably satisfactory to Manager:
Type of Insurance
1. Workers' Compensation Insurance
2. Employer's Liability Insurance
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Minimum Liability Limits
As required by applicable law
$1,000,000 per occurrence
$1,000,000 per employee
$1,000,000 annual aggregate
J
3. Commercial Automobile Liability Insurance
4. Commercial General Liability Insurance
5. Liquor Liability/Dram Shop Liability Insurance
6. Crime Insurance
7. Acts of Terror
8. All Risks Property Insurance
9. Umbrella Liability Insurance
10. Business Income (Extra Expense) Insurance
(included on the All Risk Property Policy)
$2,000,000 each accident
$1,000,000 per occurrence
$10,000,000 annual aggregate
$1,000,000 each common cause
and $10,000,000 general
aggregate
$5,000,000 per occurrence
Liability and Property coverages
shall provide coverage for acts of
terrorism to the broadest extent
possible, as available under the
Terrorism Risk Insurance Act
and/or stand-alone policies
providing such coverage
As required to replace ( on a
replacement cost basis) all of
Concessionaire's personal
property at the Stadium
$55,000,000 per occurrence and
in the aggregate
Covering an interruption period of
not less than one (1) year, with a
limit of not less than twelve
months of net income and
continuing expenses.
The limits of liability required for Commercial General Liability, Liquor Liability and Dram Shop Liability and Umbrella Liability may be satisfied by a combination of various · primary and umbrella limits. Any such combination must be fully disclosed to and approved by Manager. Approval by Manager of any such combination of policies shall not release Concessionaire from its obligations regarding required coverage and limits related thereto.
(b) Concessionaire shall deliver to Manager at least thirty (30) days prior to the Commencement Date, and again at least ten (10) days prior to the expiration date of any then existing policies, (i) a certificate or certificates evidencing that such insurance coverages are in effect for a period of not less than one (1) year from the date of such certificate, and (ii) a certificate or certificates of insurance ( or copies of policies if required under an insurance claim) including Manager and each Indemnified Party (also referred to as an "Additional lndemnit ee") as additional insureds on the commercial general liability, auto liability, liquor liability and umbrella liability, using Insurance Services Office ("ISO" ) Endorsement CG 20 10 11 85 or the combination of CG 20 10 cmTent edition and CG 20 3 7 current edition, or its equivalent with respect commercial - 54 -
general liability. Concessionaire workers' compensation insurance shall contain a waiver of the insurer's right of subrogation in favor of Manager and each Indemnified Party.
Concessionaire shall, for any subcontractor or independent contractor engaged in furtherance of its obligations under this Agreement, provide evidence to Manager that such subcontractor or independent contractor has insurance requirements reasonably requested by Manager prior to commencement of work or delivery of services by any such party. Concessionaire agrees to monitor and review all such coverage and assumes all responsibility for ensuring that such coverage is provided in conformity with the requirements of this Agreement. All policies required herein with the exception of the Te1Torism policy, shall contain a clause providing that such policies shall not be cancelled unless the insurance carrier shall have endeavored to give Manager at least thirty (30) days' advance written notice of such termi nation, and Concessionaire shall give Manager at least thirty (30) days' advance written notice of any proposed amendment to any material provisions thereof that are adverse to the named insured. If any policy expires or is cancelled, Concessionaire shall immediately furnish a new certificate evidencing renewal or replacement.
(c) Employer's Liability Insurance, . Commercial Automobile Liability Insurance, Commercial General Liability Insurance, and Liquor Liability/Dram Shop Liability Insurance shall be provided on a standalone basis. ( d) Commercial General Liability Insurance, providing coverage at least as broad as ISO form CG 00 01, including coverage for (i) bodily injury and property damage, (ii) personal and advertising injury, (iii) products and (iv) completed and premises operations, all on an occurrence basis. Such policy shall not contain any exclusions except those customarily contained in such policies. Additional insured status shall expressly apply to products and completed operations as well as to premises operations coverage. Coverage shall be on a "pay on behalf' basis with defense costs payable in addition to policy limits. There shall be no cross-liability exclusion which precludes coverage for claims or suits by one insured against another. Coverage shall apply separately to each insured against whom a claim is made or a suit is brought, except with respect to the limits of liability per separation of insured clause. ( e) Commercial Automobile Liability Insurance, providing coverage at least as broad as ISO form CA 00 01, including bodily injury and prope1iy damage for all owned, non-owned, or hired vehicles used by Concessionaire in performing its obligations under this Agreement.
(f) Workers' Compensation Insurance provided under the terms of this Agreement shall comply with all statutes, rules and regulations of the State of California, and shall cover employees. To the extent permitted by law, an Alternate Employer Endorsement shall be included in the policy and shall be evidenced on any required Ce1iificate of Insurance. The indemnification and hold harmless obligations of Concessionaire included in this Agreement shall not be limited in any way by any limitation on the amount or type of damage, compensation or benefit payable by or for Concessionaire or any subcontractor under any Workers' Compensation Act(s), Disability Benefits Act(s) or other employee benefits act(s). - 55 -
(g) Employer's Liability Insurance provided under the terms of this Agreement shall cover all employees per policy terms and conditions and per statutes, rules and regulations of the State of California.
(h) Crime Insurance provided under the terms of this Agreement shall apply to acts of employee dishonesty and theft both inside and outside the Stadium, and shall provide coverage to funds and property held by Concessionaire on behalf of Manager, StadCo and/or the Authority. Manager, StadCo and the Authority shall be included as loss payees on Concessionaire's Crime Insurance to the extent of such funds and property as their interest may appear.
(i) Environmental Liability Insurance, if applicable, provided under the terms of this Agreement shall include bodily injury, property damage, and clean-up costs, including coverage for any claim, suit, or demand brought by any third party or on behalf of any governmental agency or authority, as a result of the actual, alleged, or threatened discharge, disposal, seepage, migration, release, or escape of any Hazardous Substance or pollutant due to Concessionaire. Any self-insured retention amounts shall be the sole responsibility of Concessionaire. The policy shall name Concessionaire, Manager, and Authority as additional insureds.
(i) All Risks Property Insurance provided under the terms of this Agreement shall include coverage in an amount sufficient to replace Concessionaire's personal property, including but not limited to: furniture, fixtures, Equipment, and inventory, and shall include coverage against the perils of, but not be limited to, earthquake, flood, windstmm or other insurable weather event, and acts of terrorism, whether committed by domestic or foreign entities, available under the Federal Te1Torism Risk Insurance Act ("TRIA") and/or purchased under standalone policies; provided, however, that earthquake coverage and terrorism risk coverage shall only be required to be obtained to the extent that either such coverage is available on commercially reasonable terms. (k) Umbrella or Excess Liability insurance provided under the terms of this Agreement will provide limits above the required Commercial General Liability, Commercial Automobile Liability, Liquor Liability/Dram Shop Liability and Employer's Liability primary limits.
(1) The commercial general liability, liquor liability and umbrella liability insurance required by Section 7.2(a) shall be primary and non-contributory to any other insurance coverage held by Manager or the Additional Indemnitees. (m) Neither the Authority nor Manager, nor any Additional Indemnitee, shall be liable to Concessionaire, and Concessionaire waives all claims and rights of recovery it or any party claiming by, through or under Concessionaire may have against the Authority, Manager, the Additional Indemnitees by subrogation or otherwise, for any Loss suffered or incurred by Concessionaire or such other party to the extent of any proceeds actually received by Concessionaire from any insurance policy that Concessionaire is required to have in effect at the time of the Loss with the exception of the standalone terrorism, pollution liability and crime policies. Concessionaire shall not - 56 -
be liable to Manager or to the Team and their Affiliates, and Manager waives (and will cause its Affiliates to waive and will use commercially reasonable efforts to cause the Authority to waive) all claims and rights of recovery it or any party claiming by, through or under Manager or its Affiliates or, to the extent possible, the Authority, may have against Concessionaire and its officers, directors, managers, members, partners, owners, employees and agents, by subrogation or otherwise, for any Loss suffered or incun-ed by Manager or its Affiliates or, to the extent possible, the Authority, or such other party to the extent such Loss is actually paid from proceeds under any insurance policy that Manager or its Affiliates or the Authority has in effect or is required to have in effect at the time of the Loss. Concessionaire and Manager shall cause their insurance can-iers to include provisions in the applicable policies, with the exception of the standalone terrorism, pollution liability and crime policies, authorizing the foregoing waivers, and Manager will use commercially reasonable efforts to cause the Authority to cause its insurance can-ier(s) to include provisions in the applicable policies authorizing the foregoing waiver.
(n) All insurance carriers providing the above coverage for Concessionaire must be authorized to do so in the State of California. All such cmTiers must also be rated no lower than A-VII by the most recent Best's Key Rating Guide or Best's Agent's Guide or must be otherwise acceptable to Manager.
( o) It is expressly understood and agreed by Concessionaire that the insurance requirements specified above require the use of occurrence liability forms with the exception of the pollution liability and where applicable and available. (p) Each party agrees that the other party, shall not be liable for, and hereby releases the other party from, all claims for damage to property or business sustained resulting from any act or omission of any other tenants, licensees, permittees, or other occupants of the Stadium. The foregoing waiver and release is intended by Manager and Concessionaire to be absolute, unconditional and without exception. ( q) All of the limits of insurance required hereunder shall be subject to review by Manager and, in connection therewith, Concessionaire shall carry or cause to be cmTied such commercially reasonable and available additional amounts as Manager may reasonably require from time to time (whether by reason of changes in the consumer price index, claims made under certain insurance policies or otherwise). (r) Should Concessionaire fail to procure, maintain, or pay for the insurance coverage required under this Section 7.2, the Authority and Manager, individually, shall have the right, but not the duty or obligation, to procure such insurance and pay the subject premiums. Concessionaire shall have the obligation to repay the Authority or Manager, as the case may be, immediately upon demand for all sums so paid by the Authority or Manager, including any interest, costs, and expenses associated with such payments by the Authority or Manager.
7.3 Manager's Insurance._
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Throughout the Term of this Agreement (including any extensions thereof), Manager shall maintain in full force and effect the policies of insurance set forth hereinafter. (a) Commercial General Liability insurance with limits not less than $1,000,000 each occurrence and $5,000,000 in the aggregate. Each of the occurrence limit and annual aggregate limit may be satisfied by using a combination of primary and umbrella (excess) insurance coverages. Such insurance shall include coverage for products-completed operations liability, personal injury, property damage and bodily injury liability;
(b) Automobile Liability insurance covering liability arising out of Manager's use, operation and/or maintenance of any auto, whether owned, non-owned, leased, hired or borrowed, with limits not less than $1,900,000 combined single limit each accident for bodily injury and property damage;
(c) Workers' Compensation insurance covering all of Manager's employees who are engaged in furnishing the Services under this Agreement. Such insurance shall provide coverage and limits as required by statutory law, including Employer's Liabil ity coverage with limits not less than $500,000 each accident, $500,000 disease-each employee and $500,000 disease-policy limit;
( d) Property Damage Insurance. Manager shall be responsible for maintaining all insurance for all of the furniture, fixtures and equipment utilized in connection with the Operations against property damage for one hundred percent (100%) of the replacement value of such assets.
ARTICLE VIII
Assignment
8.1 Concessi onaire's Assignment.
Concessionaire shall not, without the prior written consent of Manager, directly or indirectly transfer (as defined in Section 8.2) or permit any transfer of this Agreement or any of its rights, duties or obligations hereunder, and any purported or attempted transfer in violation of this provision shall be void; provided, that Concessionaire may, with thirty (30) days' prior written notice to Manager and Manager's consent, which consent may not be unreasonably withheld, conditioned or delayed, pledge, assign or transfer this Agreement to an Affiliate, or to an assignee or transferee of all or substantially all of the business of Concessionaire, or any part thereof, whether by contract (upon acceptance of such assignee's creditworthiness, such acceptance not to be unreasonably withheld, conditioned or delayed) or by operation of law, so long as there is no change in Concessionaire's executive leadership, in connection with, or as a result of said pledge, assignment, or transfer.
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8.2 Manager Assignment.
Manager may sell, assign, pledge and otheiwise transfer or encumber (each, a "Transfer") this Agreement and any or all of its rights and obligations hereunder to any .other Person, including any source of or guarantor or insurer of financing or any trustee, collateral agent or other Person appointed in connection with such financing ( each, a "Manager Assignee"), whether by security agreement, collateral assignment, transfer or otherwise; provided, that such transfer shall not relieve Manager of its obligations under this Agreement unless such Manager Assignee assumes in writing Manager's obligations under this Agreement.
Upon reasonable prior notice from Manager, Concessionaire shall make any payments due hereunder to such Manager Assignee and shall execute and deliver any documents that Manager or any Manager Assignee may reasonably request to acknowledge and confirm that upon any such transfer, this Agreement will remain in full force and effect, will continue to be a legal, valid and binding obligation of Concessionaire enforceable in accordance with its terms (subject to applicable bankruptcy or insolvency laws and general principles of equity), and that (to the extent accurate and correct) neither Concessionaire, nor to Concessionaire's knowledge, Manager is in material breach or violation of this Agreement.
8.3 Replacement of Manager.
Concessionaire acknowledges and agrees that, in the event the Stadium Management Agreement is terminated for any reason, the Authority and StadCo shall, in accordance with the Stadium Lease, employ a replacement manager for the Stadium, who shall, following the effective date of such employment, constitute the "Manager" for all purposes under this Agreement.
ARTICLE IX
Term ination
9.1 Termination by Manager .
In addition to any other rights or remedies Manager may have, including without limitation under the provisions of Section 6.18 and the Exhibits relating thereto, Manager may terminate this Agreement by written notice to Concessionaire if: (a) Concessionaire fails to remit, for a period of thirty (30) days after receipt of written notice of demand therefor, any undisputed sums due and owing to Manager under this Agreement; (b) Concessionaire fails to correct to the reasonable satisfaction of Manager any condition created or controlled by Concessionaire that, in Manager's reasonable judgment, poses a hazardous condition to occupants of the Stadium or the Outside Areas within twenty-four (24) hours after receipt of written notice from Manager; (c) subject to the last sentence of this Section 9.1, Concessionaire fails to perform any material obligation under this Agreement and such failure continues unremedied for a period of thirty (30) days after receipt of written notice from Manager of the paiiicular failure to perform; ( d) Concessionaire is placed into bankmptcy either voluntarily or involuntarily (and such involuntary proceeding is not dismissed within sixty (60) days), becomes financially insolvent, takes the benefit of any present or future insolvency statute, makes a general assignment for the benefit of creditors, or consents to the appointment of a receiver, - 59 -
trustee, or liquidator of all or substantially all of its property; ( e) Concessionaire transfers or permits a transfer of this Agreement in violation of Section 8.1; (f) Concessionaire fails to obtain and/or maintain required licenses and permits under Section 6.3; (g) Concessionaire does not meet mutually agreed upon satisfactory performance level in two (2) consecutive Concessionaire Surveys reviews; or (h) the Stadium Management Agreement has been te11ninated.
Concessionaire and Manager acknowledge and agree that, except for the circumstances described in clause (h) of the immediately preceding sentence, termination of this Agreement by Manager pursuant to this Section 9.1 shall be "for cause." If any failure that would otherwise entitle Manager to terminate this Agreement under Section 9.l(c) is the result of a Force Majeure, Manager shall not have a termination right under such Section 9..1 ( c) unless the failure continues unremedied until the earlier of (i) thiiiy (30) days after the condition constituting the Force Majeure has terminated or (ii) one hundred eighty (180) days from the commencement of such Force Majeure.
9.2 Termination by Concessionaire.
In addition to any other rights or remedies Concessionaire may have, Concessionaire may terminate this Agreement by written notice to Manager if: (a) Manager fails to remit, for a period of thirty (30) days after receipt of written notice of demand therefor, any undisputed sums due and owing to Concessionaire under this Agreement; (b) subject to the last sentence of this Section 9.2, Manager fails to perform any material obligation under this Agreement and such failure continues unremedied for a period of thirty (30) days after receipt of written notice from Concessionaire of the particular failure to perform; or ( c) Manager is placed into bankruptcy either voluntarily or involuntarily (and such involuntary proceeding is not dismissed within sixty (60) days), becomes financially insolvent, takes the benefit of any present or future insolvency statute, makes a general assignment for the benefit of creditors, or consents to the appointment of a receiver, trustee, or liquidator of all or substantially all of its property. Concessionaire and Manager acknowledge and agree that termination of this Agreement by Concessionaire pursuant to this Section 9.2 shall be "for cause." If any failure that would otherwise entitle Concessionaire to te1minate this Agreement under Section 9 .2 (b) is the result of a Force Majeure, Concessionaire shall not have a teimination right under such Section 9.2(b) unless the failure continues unremedied sixty (60) days after the condition constituting the Force Majeure has terminated.
9.3 Effect of Termination or Expirati on.
(a) Upon the termination or expiration of this Agreement, for any reason whatsoever, (i) Concessionaire shall immediately sunender possession of the Food and Beverage Facilities (including all Leasehold Improvements and any other improvements therein), Smallwares, uniforms, Customer Surveys and Equipment (and related manuals and software) to Manager, (ii) Concessionaire shall immediately assign to Manager or its designee(s) all right, title and interest of Concessionaire in and to all customer deposits and agreements relating to Catered Events and, subject to clause (iii) below, all other items purchased by Concessionaire in connection with the Food and Beverage Services (including uniforms, Smallwares, Office Equipment and warehouse and transportation equipment), (iii) Manager or its designee shall purchase from Concessionaire all Refreshments, paper products and other supplies purchased by Concessionaire in connection with the Food and Beverage Services that Manager reasonably determines are - 60 -
saleable or usable in the ordinary course, at Concessionaire's cost, (iv) Concessionaire shall make all payments required to be made by Concessionaire under this Agreement, (v) to the extent permitted by applicable law, Concessionaire shall immediately surrender possession of and assign to Manager ( or its designee) all permits and licenses acquired by Concessionaire in compliance with Section 6.3 and any Legal Requirements, (vi) all matters, rights and liabilities existing on the date of termination between the parties hereto shall be determined as of such termination date (except as described above), and discharged as promptly as possible thereafter, including any known claims for damages either party may have against the other for breach of the terms and conditions hereof; any such surrender shall require delivery of possession in good condition, reasonable and ordinary wear and tear excepted and otherwise in compliance with the terms of this Agreement, and (vii) Manager shall pay to Concessionaire the unexpensed portion (from the Investment Use Fee) of the Innovation Fund, Initial Capital Investment, and Refresh Investment paid to Manager prior to termination/expiration and the unamortized portion of the Hub for Next Generation Sports Entertainment Fund, in a single lump sum payment. The parties acknowledge and agree that Authority shall be the sole owner of any property purchased or created as a result of the Initial Capital Investment, the Innovation Fund, the Hub for Next Generation Sports Entertainment Fund, and the Refresh Investment. Concessionaire acknowledges and agrees that any unspent amounts of the Innovation Fund, Initial Capital Investment, and Refresh Investment paid to Manager prior to tennination/expiration, and any unspent amounts of the Hub for Next Generation Spmis Entertainment Fund and the Renewal and Replacement Account shall be retained by Manager and used in Manager's sole discretion upon termination/expiration of this Agreement.
(b) Upon Manager's receipt of notice that the Authority or StadCo intends to terminate the Stadium Management Agreement, Manager shall notify Concessionaire. ( c) Notwithstanding any termination or expiration of this Agreement, all liabilities and obligations of the parties will survive until they are fully satisfied. (d) Manager hereby expressly agrees that, during the Term (including any extensions thereof) and for a period of twelve (12) months following either the expiration or earlier termination of this Agreement, none of Manager, Team, StadCo, or the Authority, nor any of their respective Affiliates, or any subsequent concessionaire at the Stadium or any agent of such parties shall directly solicit any current salaried or management-level employee of Concessionaire or its Affiliates (including, but not limited to, Concessionaire's current director of operations, chefs, sous chefs and the managers of the various areas of the Food and Beverage Facilities) learned about solely due to the Food and Beverage Services to work in or in connection with the Stadium or the Food and Beverage Facilities as an employee, without Concessionaire 's prior written approval, which approval can be granted or denied in Concessionaire's sole and absolute discretion. Concessionaire hereby expressly agrees that, during the Term (including any extensions thereof) and for a period of twelve (12) months following either the expiration or earlier termination of this Agreement, none of Concessionaire nor any of its Affiliates or agents shall directlysolicit any cu1Tent salaried or management-level employee of Manager learned about solely due to the Food and Beverage Services to work for or in - 61 -
connection with Concessionaire as an employee, without Manager's prior written approval, which approval can be granted or denied in Manager's sole and absolute discretion. Any public announcements made upon the expiration or earlier termination of this Agreement shall be reasonably agreed upon in advance by Manager and Concessionaire.
ARTICLE X
Casualty Event
10.1 If the Stadium is destroyed or otherwise rendered unusable for more than thirty (30) days for any reason (a "Casualty Event"), Manager shall give Concessionaire a notice within ninety (90) days after the Casualty Event stating that the Authority intends to rebuild or restore the Stadium. If the notice states that the Authority will not rebuild or restore the Stadium, this Agreement shall be terminated. If the notice states that the Authority intends to rebuild or restore the Stadium, the parties' obligations hereunder shall be abated during the rebuilding or restoration period. If such notice states that the Authority reasonably believes that it will take longer than two (2) years to restore or rebuild the Stadium or, if a shorter amount of time, such amount of time is longer than the remainder of the Term, either party shall have the option of terminating this Agreement by written notice to the other at any time within one hundred and eighty (180) days after Manager gives such notice, and such termination shall be effective one hundred twenty (120) days after the other paity's receipt of such notice. Concessionaire shall not be entitled to any monetary or other damages or compensation from Manager in the event of a Casualty Event.
ARTICLE XI
Miscellaneous
11.1 Applicable Law .
(a) This Agreement shall be governed by the laws of the State of California applicable to agreements made and to be performed entirely in the State of California. (b) The federal and state courts located in Santa Clara County, California (together, the "Designated Courts") shall have exclusive jurisdiction over the parties with respect to any dispute or controversy between them arising under or in connection with this Agreement and by execution and delivery of this Agreement, each of Manager and Concessionaire submits to the exclusive jurisdiction of those courts, including the in personam jurisdiction of those courts, waives any objection to such jurisdiction on the grounds of venue or fmum non conveniens or the absence of in personam jurisdiction and any similar grounds, consents to service of process on its registered agent by mail (in accordance with Section 11.7 or any other manner permitted by law), and in-evocably agrees to be bound by any judgment rendered thereby, subject to all applicable rights of appeal. So far as is permitted under Legal Requirements, this consent to personal jurisdiction shall be self-operative and no further instrument or action, other than service of process in the manner specified in this Section 11.1 (b) or as otherwise permitted by - 62 -
law, shall be necessary in order to confer personal jurisdiction over Manager or Concessionaire in any of the Designated Courts. Each party agrees that any final judgment against it from which it has not or may not appeal or further appeal in any suit, action or proceeding brought in a Designated Court of competent subject matter jurisdiction may, so far as permitted under Legal Requirements, be enforced in the courts of any jurisdiction of which such party is subject by a suit upon such judgment. Service of any process, summons or notice upon a party shall be sufficient if made in accordance with Section 11.7 below. Nothing in this Section 11.l( b) shall affect the right of any party to serve legal process in any other manner sufficient under law. Each party further agrees that it shall not commence any legal action against any other party relating to or arising under this Agreement in any court that is not one of the Designated Courts, unless the Designated Courts shall have determined that they lack subject matter jurisdiction to hear such action.
11.2 No Waiver.
No provision of this Agreement shall be deemed to have been waived by either party hereto unless such waiver is in writing and is signed by the party hereto against whom such waiver is asserted, and any such waiver shall be effective only for the specific purpose and in the specific instance in which given. The failure of either party hereto to seek redress for violation of, or to insist upon the strict performance of, any covenant or condition of this Agreement, shall not be constrned as a waiver or relinquishment for the future performance of such obligations of this Agreement or. of the right to exercise such election, but the same shall continue and remain in full force and effect with respect to any subsequent breach, act or omission.
11.3 No Brokers.
Concessionaire and Manager represent and warrant to each other that they have not dealt with any brokers or similar parties in connection with this Agreement and each party hereby indemnifies, defends and holds the other harmless from all costs, expenses or liabilities resulting from a breach by such patty of its foregoing representation.
11.4 Binding Effect.
Subject to Article VIII, this Agreement shall be binding upon and inure to the benefit of the parties hereto and their respective successors and assigns.
11.5 Whole Agreement; Captions.
This Agreement, the recitals hereto, and the exhibits attached hereto contain all of the covenants, promises and agreements between the parties concerning the subject matter hereof. It supersedes all prior agreements, airnngements or understandings, whether written or oral. This Agreement may not be amended or modified except in writing signed by the parties. Except as set forth in this Section 11.5, all prior agreements between the parties are hereby superseded and terminated in all respects. The term "including", whenever used in any provision of this Agreement, means including but without limiting the generality of any description preceding or succeeding that term. Captions and titles in this Agreement are for convenience of reference only and shall not be deemed part of this Agreement or used in its interpretation. - 63 -
11.6 No Joint Venture.
Concessionaire is an independent contractor. Nothing in this Agreement shall be deemed to create a co-employer, partnership, joint venture or principal agent relationship between Manager and Concessionaire, or any of their respective Affiliates. Neither party hereto shall hold itself out to be anything other than an independent contractor, and neither party hereto shall incur or purport to incur liability on behalf of the other.
11.7 Notices; Approvals.
(a) Any and all notices, requests, demands, consents, approvals or other communications required to be given pursuant to this Agreement by any pmiy shall be in writing and shall be validly given or made to the other party if served personally, sent by certified or registered mail, sent by facsimile transmission (with confirmation of successful transmission), sent by electronic mail or such other electronic means then currently available to both parties that permits confirmation of delivery, or sent by recognized national courier service. If the notice, request, demand or other communications are served personally, or by nationally recognized courier service, service shall be conclusively deemed to be made at the time of service. If the notice, request, demand or other communications are sent by electronic mail or such other electronic means then available, service shall be conclusively deemed to be made at the time confirmation of delivery is received by the sender. If the notice, request, demand or other communications are sent by facsimile transmission, service shall be conclusively deemed made the first business day following successful transmission. If the notice, demand or other communications are given by certified or registered mail, service shall be conclusively deemed made four ( 4) business days after deposit in the United States mail, addressed to the party to whom the notice, demand or other communication is to be given. Notices shall be provided to the following addresses (any of which may be changed upon like notice to the other pmiies to this Agreement that would require notice hereunder):
Ifto Manager, to:
Fo1iy Niners Stadium Management Company LLC
4900 Marie P. DeBartolo Way
Santa Clara, CA 95054
Attention: Jim Mercurio, General Manager
with a copy (which shall not constitute notice) to:
Forty Niners Stadium Management Company LLC
4900 Marie P. DeBartolo Way
Santa Clara, CA 95054
Attention: Legal Affairs
Forty Niners Stadium Management Company LLC
4900 Marie P. DeBmiolo Way
- 64 -
Santa Clara, CA 95054
Attention: Al Guido, President
Forty Niners Stadium Management Company LLC
4900 Marie P. DeBartolo Way
Santa Clara, CA 95054
Attention: Moon J avaid
Ifto Concessionaire, to:
Levy Premium Foodservice Limited Partnership
980 N. Michigan Avenue, Suite 400
Chicago, IL 60611
Attention: Andrew Lansing, President
With a copy to (which shall not constitute notice):
Levy Premium Foodservice Limited Partnership
980 N. Michigan Avenue, Suite 400
Chicago, IL 60611
Attention: General Counsel
(b) Where consent or approval of or authorization ( each, a "Consent") from Manager is required hereunder, such Consent shall mean a Consent in writing executed by an officer of Manager. Where Consent of Concessionaire is required hereunder, such Consent shall mean a Consent in writing executed by an officer of Concessionaire. To the extent that any Consent of a proposed action is required to be reasonable or commercially reasonable, the party whose Consent is sought shall give consideration to the views and fmancial needs of the other party and shall act in a timely and non capricious manner.
11.8 Inval idity.
If any provision of this Agreement is determined by a court of competent jurisdiction to be invalid or unenforceable, such provision shall, as to such jurisdiction, be ineffective to the extent of such prohibition or invalidity without affecting the validity of the remaining provisions of this Agreement. It is the intention of the parties that if any provision would be deemed invalid or unenforceable as written, that it be construed to apply to the greatest extent that would permit it to be valid and enforceable.
11.9 No Third-Party Benefi ciary.
This Agreement shall not confer any third-party beneficiary rights on any other party except for the Authority, StadCo, its Affiliates, Manager's Affiliates and, where expressly so provided, the Additional Indernnitees and tenants of the Stadium. - 65 -
11.10 Limitation of Liability.
Neither Party's, nor their Affiliates', officers, directors, partners, members, managers, shareholders, consultants, agents or employees shall be liable in any manner or to any extent under or in connection with this Agreement, and each party and its successors and assigns shall look solely to the assets of the other for the satisfaction of any claims or judgments it may have.
Neither Manager nor Concessionaire shall be entitled to seek, claim or collect damages in excess of the actual and direct damages actually incurred or sustained as a result of a breach or violation of this Agreement, except as expressly provided in Section 6.5 or as a result of a material, uncurable breach of either (x) Paragraph C of Exhibit Fo r a (y) health or safety code violation by Concessionaire, provided such breach does not result from a Force Majeure event. This shall not limit Concessionaire's right to recover the unexpensed amounts of the Innovation Fund, Initial Capital Investment and Refresh Investment or the unamortized portion of the Hub for Next Generation Sports Entertainment Fund from Manager as provided under Section 9.3.
11.11 Specific Performance.
Concessionaire hereby acknowledges and confirms that the remedies of Manager at law for a breach or threatened breach of any of the provisions of this Agreement would be inadequate and, in recognition of that fact, hereby further acknowledges and confirms that, in the event of a breach or threatened breach by Concessionaire of the provisions of this Agreement, in addition to any remedies at law, Manager shall, without posting any bond, be entitled to obtain equitable relief in the form of specific performance, a temporary restraining order, a temporary or permanent injunction or any other equitable remedy which may then be available. In the event that Manager initiates such a claim for specific performance and fails to receive final injuncti ve relief, Manager shall be responsible for the reasonable costs (including without limitation reasonable outside attorneys' fees) incurred by Concessionaire in its defense of such claim.
11.12 Subordination.
This Agreement shall be subject and subordinate at all times to the terms and conditions of the Stadium Lease and the Stadium Management Agreement, and to the lien of any mmigage or deed of trust or other lien, heretofore or hereafter placed by the Team, Manager or their respective Affiliates upon any interest in the Stadium that any of them shall hold or own, and of all renewals, modifications, consolidations, replacements and extensions thereof ( all of which are hereinafter referred to collectively as a "Mortgage"), all automatically and without the necessity of any further act on the part of Concessionaire or Manager to effectuate such subordination.
Concessionaire shall, at the request of the Authority, Manager or the holder of ( or trustee under) · any Mortgage, bond indenture or other security agreement upon foreclosure thereof or termination of the Stadium Lease, attorn to such holder or trustee, as the case may be.
Concessionaire shall also execute, seal, acknowledge and deliver, within fifteen (15) days after Concessionaire's receipt of demand, such further instrument or instruments evidencing such subordination of Concessionaire's right, title and interest under this Agreement.
11.13 Information Technology .
In connection with the services being provided hereunder, Concessionaire may need to - 66
operate certain information technology systems not owned by the Manager ("Non-Man ager Systems"), which may need to interface with or connect to Manager's networks, internet access, or information technology systems ("Manager Systems"). Concessionaire shall be responsible for all Non-Manager Systems, and Manager shall be solely responsible for Manager Systems, including taking the necessary security and privacy protections as are reasonable under the circumstances. If Concessionaire serves as the merchant-of-record for any credit or debit card transactions in connection with any of the services provided hereunder, then Concessionaire will be responsible for complying with all applicable laws, regulations and payment card industry data security standards related to the protection of cardholder data ("Data Protection Rules").
If Non-Manager Systems interface with or connect to Manager Systems, then Manager agrees to implement forthwith, upon request from Concessionaire, the changes to the Manager Systems that Concessionaire reasonably requests and believes are necessary or prndent to ensure Concessionaire's compliance with the Data Protection Rules, which such costs shall be charged to Concessionaire as a Joint Operating Cost if such systems are intended to directly benefit the Food and Beverage Services at the Stadium or a StadCo Operating Cost if such systems are intended to solely benefit Manager's operations at the Stadium, as mutually agreed upon the parties. Each party shall indemnify, defend and hold harmless the other party from all claims, liabilities, damages and costs (including reasonable attorneys' fees) to the extent caused by the indemnifying party's failure to comply with its obligations in this paragraph.
11.14 Further Acts.
The parties hereto agree to execute and deliver such instrnments, and take such other actions, as may reasonably be required to caITy out the terms of this Agreement and to consummate the transactions contemplated hereby.
11.15 Confidentiality
Each pmty agrees to hold the other pmty's Confidential Information in strict confidence and not to disclose such Confidential Information to any third-parties. Each party shall use industry leading standards and practices to protect Confidential Information provided or disclosed to the other pmty. "Confidential Information" as used in this Agreement shall mean all information disclosed by one party to the other party that is not generally known in the trade or industry and shall include, without limitation, (a) all information relating to the employees, staff, management, or other representatives of the other party ( and in the case of Manager, also including StadCo, Authority, and Team) and its Affiliates, or the business operations and sales of the other party (and in the case of Manager, also including Team, StadCo, or the Authority) or its Affiliates, (b) any other sensitive or private information learned while providing the Food and Beverage Services, including Customer Information any and all financial information developed, produced, or created in association with the Food and Beverage Services, (c) trade secrets, drawings, schematics, inventions, know-how, software programs, and software source documents and information regarding plans for search, development, new service offerings or products, marketing and selling, business plans, business forecasts, budgets and unpublished financial statements, licenses and distribution a1Tangements, prices and costs, suppliers and customers of the otlier pmty or its Affiliates; ( d) existence of any business discussions, negotiations or agreements between the pmties; ( e) any information regm·ding the skills and compensation of employees, contractors or other agents of the other party or its Affiliates; (f) - 67 -
. _,,. .J
Confidential Information of any third-party who may disclose such information to either party in the course of business; and (g) the terms of this Agreement. Each party's obligations set forth in this Section 11.15 shall not apply with respect to any portion of the Confidential Information to the extent it can be documented that: (a) it was in the public domain at the time it was communicated; (b) it entered the public domain subsequent to the time it was communicated through no fault of the other party; ( c) it was in the other party's possession free of any obligation of confidence at the time it was communicated; ( d) it was rightfully communicated to the other party free of any obligation of confidence subsequent to the time it was communicated; (e) it was developed by employees or agents of the other party independently of and without reference to any information communicated. In addition, either party may disclose the other patty's Confidential Information in response to a valid order by a comt or other governmental body, as otherwise required by law, provided that the applicable party provides the other party with written notice prior to making such disclosure in sufficient time for the other party to investigate and prevent such disclosure. Each party agrees to promptly deliver to the other pmty the original and any copies of the Confidential Information upon the expiration or termination of this Agreement or as may be required by either party in its sole discretion. Upon request by either party, the other party further agrees to execute documentation as necessary to perfect the requesting party's right and title in such Confidential Information.
11.16 Survival.
The provisions set forth in Sections 2.3(i), 5.3(c), and 9.3(c), and the relevant provisions that are referred to therein, and Concessionaire's reporting and payment obligations resulting from Food and Beverage Services performed during the Term shall survive the expiration or termination of this Agreement
11.17 Arbitration
(a) Disputes Subject to Arbitration. Any dispute mising under or relating to this Agreement shall be resolved exclusively by arbitration under the Commercial Arbitration Rules of the American Arbitration Association, with the venue of any such arbitration proceeding to be in Santa Clara, California or such other location as may be agreed by the Parties.
(b) Arbitrator. The arbitrator for any dispute shall be selected according to the Commercial Arbitration Rules of the American Arbitrat1on Association. (c) Arbitration Award. The award rendered by the arbitrator shall be final, shall identify a winning Patty, and judgment may be entered upon the award in accordance with applicable law in any court having jurisdiction thereof. (d) Expenses; Attorneys' Fees and Costs . The fees and expenses of the arbitrators shall be paid by the non-winning party. In addition, the winning party's reasonable attorneys' fees and costs shall be paid by the non-winning party. - 68
11 .18 Effectiveness of this Agreement.
The Manager and Concessionaire acknowledge and agree that the effectiveness of this Agreement is expressly conditioned upon the acceptance and approval of this Agreement by the Authority and StadCo within ninety (90) days of the Effective Date, as evidenced by their respective signatures where indicated below. If for any reason the Authority and StadCo do not both execute this Agreement where indicated below on or before such date, then this Agreement shall be of no force or effect unless such date is extended by the mutual agreement of the parties. [Signatures appear on next page]
- 69 -
IN WITNE SS WHE REOF. this J\grcc mcnl has been July executed as of the Jay and year lirst above wri tten.
MANAGER:
FORTY NINER S STADI UM MA NAGE MENT
COMPAN Y LLC. a Delaw are limit ed li abi lit y
company
By:
Name: Al Guido
Title: Presi dent
CONCE SSIONAI RE:
LEVY PREMIUM FOODSER VICE LIMI TED
PARTN ERSHIP . an Ill inois li mit ed partner ship
- Sig1111//1rt' I'agl! to ( '011n•.uio11s Op1.!ruri11g Ag1·ee111ellf - By:-1-_ __:::__ --4 __ __;=..------ -
Nan .
Title: President .
ACCEPTANCE AND APPROV AL OF
THIS CONCESSI ONS OPERATING AGRE EMENT
BY THE SANTA CLARA STADI UM AUTHORITY
AND FORTY NJNE RS SC STADI UM COMPANY, LLC
By execution of this Concess ions Operati ng Agreement (thi s "Agreement") where indi cated below , the Santa Clara Stadiu m Authority (the "Author ity") and Forty Nin ers SC Stadium Company , LLC ("StadCo") her eby accept and approve the terms , covenants and condi tions set forth in this Agreement and hereby approve LEVY PREMIUM FOODSE RVIC E LIM ITED PARTNERSHIP, as the Stadium concessio ns operator.
SANTA CLARA STADIUM AUTHORITY,
a joint exel'cise of powers entity,
created throug h Government Code Sections 6500 et seq.
APPROVED AS TO FORM:
Name:
Au thority General Counsel
ATTEST: 15 00 Warburton Avenue
Santa Clara, CA 95050
Telephone: (408) 61 5-22 10
Facsi mile : (408) 241-677 1
Date
FORTY NINERS SC STADIUM COMPANY, LLC ,
a Delaware li mited li abi lit y c
By:
Name: Al Guido
Title: Presid ent
4949 Marie P DeBartolo Way
Santa Clara, CA 95054
Telephone: (408) 562-4949
Fax Number: (408) 727-4937
Acceptance and Approml of Concession.,· Operating 1lgree111e11t By tl,e Santa Clara S1adi11111 Authority and Forty Ni11ers SC Stadium Company, LLC-
EXIDB IT A
Drawings and Plans
The Food and Beverage Facilities, the Leasehold Improvements and the Equipment shall be as shown in the following drawings or plans:
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600 SUITE LEVEL - MIX PLAN
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A-6
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Exhibit A -Drawings and Plans
A-8
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OP ERA TING INCOMES TATEMENT
LEVI'S ST ADIUM
Gross Sa les
Concessions
Clubs
Net Su bcontractors
In S cot
Suites
Cat ering
....,,.............., -
Ot her Income
S crvice Charges and Gratuities
Adj ust m cnt st o Gross S ales
So les Taxes
Gratuiities
Cost F&B services
Se rvice Charges (paid to employees)
Credit Cord Fees
Other
.. - ,ll!n.lI
Pr od uct Cost
Concessions
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Net S ubcontrncl ors
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EXIDBIT B
Sample Budget/Operating Costs Report
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EXHIB IT E
Example Employee Training Program(s)
Concessionaire is committed to provide a highly motivated, very professional and truly inspired on-site service team for the Stadium. First, we seek to hire people who are eager to serve others. It is then our obligation to provide them the tools to successfully cater to Stadium guests. At the core of this effort is Concessionaire's training program is a series of modules that provides our team the foundation to succeed. Our mandatory training sessions for all employees and not-for-profit volunteers include, but are not limited to the following topics:
Orientation
Extraordinary Guest Service
Job Task
Employee and Food Safety
Responsible Service of Alcohol
Each training session is aided by an audio/visual presentation and is sensitive to individual learning styles to maximize success. Concessionaire conducts written tests on the material presented in the session to ensure full understanding, and to identify areas that may need reinforcement, and we provide a certificate for each module completed.
ORIENTATION. As one would expect, orientation welcomes the new employee to Concessionaire's and to the Stadium. In addition to providing an overview of policies and procedures, we introduce them to their responsibility and role in providing you extraordinary expenences.
EXTRAORDINARY GUEST SERVICE. The goal of Concessionaire's guest service training is to provide our employees the tools and motivation to provide "Craveable Experiences" for our guests. Throughout the training process employees are taught to understand their role in our overall guest service and loyalty strategy and how their department and each individual contributes to guest enjoyment.
JOB SKILLS TRAINING. All employees receive skills training in the tasks specific to their position. For instance, our quick service department training materials include sessions for cashiers, stand managers, culinary personnel, and our service attendants.
RESPONSIBLE SERVICE OF ALCOHOL: "TEAM OR TIPS TRAINING." Where alcohol is served, Concessionaire requires all managers and service staff to attend ongoing training in alcohol awareness programs (TiPS, TEAM or state certification programs). All new hires must complete alcohol awareness training within 30 days of hire and attend updates every six months. If an employee fails to complete the program within the mandated time frames, he Exhibit E- Example Employee Training Program
E-1
or she will not be eligible to work until completion of the coursework can be verified. All participants must pass a test at the end with a grade of ninety percent or better to become certified. Employees who fail are not allowed to work in Alcoholic Beverage serving positions.
SAFE FOOD HANDLING: "SERVSAFE TRAINING." All employees who handle food including front-of-house and our culinary team are required to attend a ServSafe quality assurance program. An industry expert performs an interactive training program, designed to educate employees regarding critical food safety. During this training program participants receive valuable information regarding safe food practices and are given the tools and information to apply critical food safety practices to everyday situations.
TRAINING FREQUENCY. Each new employee must complete at minimum 5 of the applicable training courses before serving guests. This process is typically 5 to 6 hours with a quiz session for each. This formal training is supported by continuous pre-service training refreshers, a poster program, and ongoing communications. Each subsequent season, the veteran employee must re-take all courses (less orientation).
Exhibit E -Example Employee Training Program
E-2
EXHIBIT F
Service Levels
A. Concessionaire shall provide all Food and Beverage Services in a professional, "First Class" manner ("First Class," as used in this Agreement, means that Concessionaire's services shall be of the highest quality offered in NFL stadiums, commensurate with the current standards at three (3) top-quality NFL stadiums and in accordance with 1) the terms of this Agreement; 2) all applicable legal requirements; 3) all reasonable standards established from time to time by the Manager relating to health, safety, quality, design, operating matters, and customer satisfaction (i.e. fans) and; 4) all rules and regulations imposed by the Manager relating to the use of the Stadium.
B. All Refreshments provided by Concessionaire hereunder shall be of premium quality and shall be prepared, stored and served in a healthy and gracious manner, with due regard for the level of First Class service required under the preceding Paragraph A.
Concessionaire shall cause its roving vendors to comply with any and all standards or requirements that may be promulgated by the Manager from time to time.
C. Concessionaire shall maintain sufficient inventory of Refreshments at the Stadium (and at each point-of-sale within the Stadium operated by Concessionaire) in order to fulfill Concessionaire's obligations to provide the Food and Beverage Services for the entirety of each Event at the Stadium. Without limitation, Concessionaire acknowledges and agrees that Concessionaire shall maintain inventory (at all times, at each location selling such items) of the top five revenue generating items in each of the Food, Alcoholic Beverages, and Non-Alcoholic Beverages categories, as determined by the previous year's sales for similar event types or as selected by Manager in its sole discretion.
Exhibit F -Service Levels
F-1
Service Areas Cheat Sheet
Room Position Level Caoaci tv Pavment
BNY Mellon Club East East 1 51 0 All Inclusive
Brocade Club East 1 1, 326 Cash
BNY Mellon Club West West 1 442 All Inclusive
United Club West 3 3,338 Cash
Levi's 501 Club East 3 2,422 Cash
General Concessions Varied 3&7 55,006 Cash
Yahoo! Fantasv Football Lounqe West 4 1, 314 Cash
Citrix Owners Club and Owners Club
Suites East 5 586 All Inclusive
Executive Suites West TBD 41 2 Cash
Team Suites TBD Cost
Naminq Riqhts Suite TBD Cost
Black Oak Casino Resort Suites North/South Cash
Black Oak Casino Resort Club North/South Cash
Verizon Press Level West 8 91 2 Cost
StadCo Suite(s) TBD TBD TBD Cost
Plazas Cash
Parkinq Lots Cash
Caterino Varied TBD TBD Cash
Emolovee Meal TBD TBD TBD Cost
* Serviceware to be china, glass and silver, to the extent reasonably practicable Exhibit F- Service Levels
F-2
Serviceware
China*
Disposable
China*
Disposable
Disoosable
Disoosable
Disposable
China
China*
China*
China*
China*
China*
Disoosable
Disposable
Disposable
Disoosable
TBD
Disposable
EXHI BIT G
Manager's Shar e of Net Receipts 1
Concessionaire shall pay to Manager the following percentages of Net Receipts (which is calculated based on NFL Events):
Total Amount of Manager's Share Concessionaire's Sh are Annual Net Receipts of Net Receipts of Net Receipts
$0 - $3,000,000 90% 10%
$3,000,001 - $3,500,000 87.5% (on the increment) 12.5% (on the increment) Greater than $3,500,000 85% (on the increment) 15% (on the increment) By way of example, Net Receipts totaling $4,000,000.00 would be split as follows:
Total Amount of Manager's Share Concessionaire's Share
Annual Net Rec eipts of Net Receipts of Net Receipts
$0 - $3,000,000 $2,700,000 $300,000
$3,000,001 - $3,500,000 $437,500 $62,500
Greater than $3,500,000 $425,000 $75,000
Authority's Commissions
Concessionaire shall pay to Manager the following percentages of Gross Receipts from Authority Events:
Gross Receipts Lanie Events (>25,000) Small Events (<25,000) Concessions 48% 40%
Clubs 35% 35%
In Seat 48% 40%
Suites 20% 20%
Catering and Catered Events 25% 25%
Net Subcontractors 50% 50%
1 This Agreement is contingent upon the Team playing the majority of its Home Games at the Stadium.
Exhibit G
G-1
EXIDBIT H
Ethical Standards for Concessionaire
Termination of Agreement for Certain Acts .
A. Manager may terminate this Agreement in the event any one or more of the following occurs:
1. If the Concessionaire2 does any of the following:
a. Is convicted of operating a business in violation of any Legal Requirements;
b. Is convicted3 of a crime punishable as a felony involving dishonesty4; c. Is convicted of an offense involving dishonesty or is convicted of fraud or a criminal offense in connection with: (1) obtaining; (2) attempting to obtain; or, (3) performing a commercial contract or subcontract; d. Is convicted of any offense which indicates a lack of business integrity or business honesty which seriously and directly affects the present responsibility of a Concessionaire; and/or,
e. Made ( or makes) any false statement( s) or representation( s) with respect to this Agreement.
2. If fraudulent, criminal or other seriously improper conduct of any officer, director, shareholder, partner, employee or other individual associated with Concessionaire can be imputed to Concessionaire when the conduct occuned in connection with the individual's performance of duties for or on behalf of Concessionaire, with Concessionaire's knowledge, approval or acquiescence, Concessionaire's acceptance of the benefits derived from the conduct shall be evidence of such know ledge, approval or acquiescence.
2 For purposes of this Exhibit H, "Concessionaire" means Levy Premium Foodservice Limited Partnership, and any person who controls or who has the power to control Levy Premium Foodservice Limited Partnership, or a primary corporate stockholder (i.e., a person who owns more than ten percent (1 0%) of the outstanding stock (or membership interests, as the case may be) of Levy Premium Foodservice Limited Partnership), and who is active in the day to day operations of Levy Premium Foodservice Limited Partnership. 3 For purposes of this Agreement, the words "convicted" or "conviction" mean a judgment or conviction of a criminal offense by any court of competent jurisdiction, whether entered upon a verdict or a plea, and includes a conviction entered upon a plea ofnolo contendere within the past five (5) years. 4 As used herein, "dishonesty" includes, but is not limited to, embezzlement, theft, forgery, bribery, falsification or destrnction of records, making false statements, failure to pay tax obligations, receiving stolen property, collusion or conspiracy.
Exhibit H -Ethical Standard for Concessionaire
H-1
EXHIBIT I
Affidavit of Compliance with Ethical Standards
I, Rob Ellis, hereby state that I am Executive Vice President and Chief Financial Officer of Levy Premium Foodservice Limited Partnership and that I have read and understand the language, entitled "Ethical Standards for Concessionaire'' set forth in Exhibit H to this Agreement. I have the authority to make these representations on my own behalf or on behalf of the legal entity identified herein. I have examined appropriate business records, and I have made appropriate inquiry of those individuals potentially included within the definition of "Concessionaire" contained in the Ethical Standards for Concessionaire at footnote 1.
Based on my review of the appropriate documents and my good-faith review of the necessary inquiry responses, I hereby state that neither the business entity nor any individual(s) included in the definition of "Concessionaire" in Exhibit H to this Agreement has been convicted of any one or more of the crimes identified in the Ethical Standards for Concessionaire within the past five (5) years.
The above assertions are true and correct and are made under penalty of perjury under the laws of the State of California.
LEVY PREMIUM FOODSERVICE
LIMITED PARTNERSHIP
an Illinois limited partnership
By: v1 ,....., t/J c:::'.\ I ...:: \./
Name: Rob Ellis
Title: Executive Vice President/CFO
Address: 980 N. Michigan Ave., Suite 400�
Telephone Number: 31 2-664-8200
Exhibit I -Affidavit of Compliance with Ethical Standards 1-1
)
EXHIBIT J
Sample Event Ch ecklist
(To be completed before every Event)
Pre-Event
Staffing
, , Anticipated Attendance and Staffing Ratios below:
Area Attendance Stair Ratio
Lower Bowl
Upper Bowl
Clubs
Field
Total
a All staff have undergone appropriate training
a Confirm Suite Attendants (3fTeam Suite, 1/0wners, 1/Every 2 Remaining Suiles) Menu
Confirm All-Inclusive Service Tier Menu:
BNY East
BNYWest
Citrix
Trophy
a Number of Pre-Orders:
Tier A
IJ
II
II
II
a Number of Runners (In-Seat):
a List of Closed Concessions:
NFL Events Only:
11 Confinn food truck attendance
Truck 1
Truck 2
Truck 3
a Free Snack Offering:
Brocade
Levi's
United
Yahoo
Post Event
Improvements needed for next event·
Tier B
rJ
II
" "
Tier C
0 " " "
Tier D
0 II
II
"
Exhibit J - Sample Event Checklist
J-1
I I I I
ExhibitK
Cost F &B Services Reporting
House Chari,es
Service Area 1: (for examnle. Owner's Club)
Sales
Direct COGS
Labor
Management
Hourly Labor
Service Charges
Taxes, Benefits, Workmen's comp, and Union
Total Labor
Other (Please add detail)
Direct Expenses
Net
Service Area 2: (for examnle. BNY East)
Sales
Direct COGS
Labor
Management
Hourly Labor
Service Charges
Taxes, Benefits, Workmen's comp, and Union
Total Labor
Other (Please add detail)
Direct Expenses
Net
Service Area 3: (for examnle. BNY West)
Sales
Direct COGS
Labor
Management
Hourly Labor
Service Charges
Taxes, Benefits, Workmen's comp, and Union
Total Labor
Other (Please add detail)
Direct Expenses
Net
Exhibit K- Cost F&B Services Reporting
K-1
All Inclusive Total
Position
Culin arv
HR
Trainina & Development
Purchasina
E 15/CurioloQY
Ooerational Suooort
#N ights ·
Assuming
a 90 Day
Transition
20 50
15 30
15 50
EXIDBIT L
Transitional Expenses
Estimated
Lodging Estimate Flight Cost - Transportation
Based on 15 0/Night Avg. Flight ($45/day rental
400. car)
$3,000.00 $1 ,600.00 $900.00
$7,500.00 $2,000.00 $0.00
$2,250.00 $1 ,200.00 $0.00
$4,500.00 $1 ,600.00 $1 ,350.00
$2,250.00 $800.00 $675.00
$7,500.00 $2,000.00 $2,925.00
Exhibit L- Transitional Expenses
L-1
Meals Total
$1 ,000.00 $6,500.00
$2,500.00 $1 2,000.00
$750.00 $4,200.00
$1 ,500.00 $8,950.00
$750.00 $4,475.00
$1 ,250.00 $1 3,675.00
$49,soo. oo I 'TAL
'
FIRST AMENDMENT TO CONCESSIONS OPERATING AGREEMENT
THIS FIRST AMENDMENT TO CONCESSIONS OPERATING AGREEMENT (this “First Amendment”) is made and entered into effective as of June 1, 2021 (the “Effective Date”), by and between Forty Niners Stadium Management Company, LLC, a Delaware limited liability company (“Manager”), and Levy Premium Foodservice Limited P artnership, an Illinois limited partnership (“Concessionaire”).
RECITALS
WHEREAS, the parties entered into that certain Concessions Operating Agreement, dated February 20, 2018 (the “Agreement”), under which Manager granted Concessionaire the right to provide certain food and beverage service at the multi-purpose stadium , currently known as “Levi’s Stadium ,” located at 4900 Marie P DeB artolo Way, Santa Clara, CA 95054 (the “Stadium”); and
WHEREAS, the parties desire to amend the Agreement as described below.
NOW, THEREFORE, in consideration of the mutual covenants herein granted and for other good and valuable consideration, the receip t and sufficiency of which are hereby acknowledged, the parties hereto agree as follows:
1. Due to the COVID-19 global pandemic, the related stay-at-home, shelter-in-place, and social distancing orders and directives, the Team played fewer than eight (8) Home Games at the Stadium during the 2020 -2021 Fiscal Year (i.e., April 1, 2020 -March 31, 2021). Thus, a s required under Section 3.3 of the Agreement, Manager and Concessionaire have agreed to extend the Term by one (1) Fiscal Year. Section 3.3 of the Agreement is hereby amended and restated in its entirety as follows:
“3.3 Term.
The “Term” of this Agreement shall commen ce on the Commencement Date and terminate without the need for notice or other action by either party on April 15, 2031 , unless sooner terminated under Article IX. Although the Term does not commence until the Commencement Date, this Agreement shall be eff ective, and the parties hereto shall have certain rights and obligations, from the Effective Date. Manager shall have the option, in its sole discretion, to extend the Term of the Agreement for five (5) additional two (2) year periods by notifying Concessionaire in writing of its desire to exercise said option(s) not more than one hundred twenty (120) days prior to the expiration of the then -current Term. If fewer than eight (8) Home Games occur in any Fiscal Year, the Term shall be extended by one (1) year for each such season.”
2. Section 5.1(f) of the Agreement is hereby amended and restated as follows:
“(f) Each Fiscal Year throughout the Term, except for the 2020-2021 Fiscal Year (i.e., April 1, 2020 - March 31, 2021), Concessionaire shall provide Manager an innovation fund of One Million Dollars ($1,000,000.00) (the “ Innovation Fund”). The Innovation Fund DocuSign Envelope ID: 3AC720F4-9D3B-4CA3-B2E4-C67220A9C502 2 will total Twelve Million Dollars ($12,000,000.00) in the aggregate for the duration of the Term and will be used to support the implementation of moder n concepts and fan experiences at the Stadium, as determined by Manager in consultation with Concessionaire.”
3. Effective April 1, 2020, the schedule of the Investment Use Fee in Section 5.1(k) of the Agreement has been amended and restated in its entirety as follows:
“(i) Fiscal Year 1 – $1,416,667.00
(ii) Fiscal Year 2 – $1,416,667.00
(iii) Fiscal Year 3 - $0.00
(iv) Fiscal Year 4 – $1,416,667.00
(v) Fiscal Year 5 - $1,416,667.00
(vi) Fiscal Year 6 - $2,041,667.00
(vii) Fiscal Year 7 - $2,041,667.00
(viii) Fiscal Year 8 - $2,041,667.00
(ix) Fiscal Year 9 - $2,041,667.00
(x) Fiscal Year 10 - $2,041,667.00
(xi) Fiscal Year 11 - $2,041,667.00
(xii) Fiscal Year 12 - $2,041,667.00
(xiii) Fiscal Year 13 - $2,041,667.00”
4. As a result of the foregoing extension of the Term though April 15, 2031, the parties hereby acknowledge and agree that as of April 1, 2020: (i) the Initial Capital Investment and Innovation Fund will stop amortizing from April 1, 2020 through March 31, 2021; (ii) effect ive April 1, 2021, the Initial Capital Investment and Innovation Fund will continue to amortize on a straight-line basis through the end of the extended Term; (iii) the Refresh Investment will amortize on a straight-line basis through the extended Term, as indicated in Section 5.1(k) of the Agreement; and (iv) the amortization of the Hub for Next Generation Sports Entertainment Fund will re-spread and continue to amortize on a straight-line basis through the end of the extended Term.
5. Except as specifically modified by this First Amendment, the terms and conditions of the Agreement shall remain in full force and effect. This First Amendment supersedes all prior oral or written agreements with respect to the subject matter hereof. All terms used herein and not otherwise defined shall have the meanings ascribed to them in the Agreement.
DocuSign Envelope ID: 3AC720F4-9D3B-4CA3-B2E4-C67220A9C502 3 6. This First Amendment may be executed in counterparts, each of which will constitute an original instrument and all of which together will constitute the same instrument.
Facsimile and electronically transmitted copies of signatures to this First Amendment shall be deemed authentic and original for all purposes.
* * * * *
DocuSign Envelope ID: 3AC720F4-9D3B-4CA3-B2E4-C67220A9C502 4 IN WITNESS WHEREOF, the parties have executed t his First Amendment as of the day and year first written above.
FORTY NINERS STADIUM
MANAGEMENT COMPANY, LLC
By: ____________________________
Name: __________________________
Its: ____________________________
LEVY PREMIUM FOODSERVICE
LIMITED PARTNERSHIP
By: ____________________________
Name: __________________________
Its: ____________________________
DocuSign Envelope ID: 3AC720F4-9D3B-4CA3-B2E4-C67220A9C502 Rob Ellis
Treasurer and CFO
5/29/2021
5/29/2021
EVP,Stadium Operations & General Manager
Jim Mercurio
I/ DocuSigned by:
L~ 4~
1 LEVY CONFIDENTIAL
SECOND AMENDMENT TO CONCESSIONS OPERATING AGREEMENT
This Second Amendment to Concessions Operating Agreement (this “ Second Amendment”) is entered into as of June 25, 2024 (the “Effective Date”) by and between Forty Niners Stadium Management Company LLC (“Manager”) and Levy Premium Foodservice Limited Partnership, an Illinois limited partnership (“Concessionaire”).
WITNESSETH:
WHEREAS, Manager and Concessionaire entered into a certain Concessions Operating Agreement, dated February 20, 2018, as amended by that certain First Amendment dated June 1, 2021 (and as further amended by this Second Amendment, collectively the “Agreement”), under which Manager granted Concessionaire the right to provide certain food, beverage and catering services at Levi’s Stadium in Santa Clara, California (the “Stadium”).
NOW, THEREFORE, in consideration of the mutual covenants of the parties hereto, and upon the express terms and conditions hereinafter set forth, the parties hereby amend the Agreement as follows:
AGREEMENT
1. Beginning with the Fiscal Year ending March 31, 2024 through the remainder of the Term, the split of the Joint of Operating Costs, as stated in the definition of Net Receipts, shall change from Fifty- One Percent (51%) of Joint Operating Costs to a pro rata share of Joint Operating Costs using the percent of Gross Receipts from NFL Events over the total Gross Receipts from Authority Events and NFL Events for such Fiscal Year. The pro rata share of Joint Operating Costs shall be 70% for NFL Events and 30% for Authority Events for the fiscal year ending March 31, 2024. For all other years, the pro rata share of Joint Operating Costs shall be estimated at the start of each Fiscal Year at 70% for NFL Events and 30% for Authority Events , and then settled not later than the thirtieth (30th) day after the end of the Fiscal Year. Such modifications shall apply only to the Fiscal Year ending March 31, 2024, and subsequent Fiscal Years.
2. Defined Terms. All terms capitalized herein and not defined in this Second Amendment shall have the meanings ascribed to them in the Agreement.
3. Effect of this Second Amendment on the Agreement; Interpretation. The parties acknowledge and agree that the Agreement has not been amended or modified in any respect, other than as set forth in this Second Amendment. Except to the extent expressly amended by this Second Amendment, all of the provisions, terms and conditions of the Agreement remain unmodified and shall continue in full force and effect.
4. Counterparts; Electronic Signatures. This Second Amendment may be executed in counterparts, each of is deemed an original and collectively are considered a single, unified d ocument. This Second Amendment may be executed by electronic means or transmitted electronically, such as pdf signatures, all of which are deemed original signatures.
5. Severability. If any term or provision of this Second Amendment shall be adjudicated inv alid or unenforceable by a non -appealable order of an arbitrator or court of competent jurisdiction, then the remainder of this Second Amendment, or the application of such term or provision to persons or circumstances other than those as to which it is he ld invalid or unenforceable, shall not be affected thereby and each term and provision of this Second Amendment shall be valid and be enforced to the fullest extent permitted by law.
6. Conflicts. The terms of this Second Amendment shall control over any conflicts between the terms 2 LEVY CONFIDENTIAL
of the Agreement and the terms of this Second Amendment.
* * * * *
IN WITNESS WHEREOF, the parties have caused this Second Amendment to Management Agreement to be executed by their respective duly authorized officers and effective as of the Effective Date.
MANAGER:
Forty Niners Stadium Management
Company LLC
By:
________________________________
Name: Francine Hughes
Its: Executive Vice President, General Manager
CONCESSIONAIRE:
Levy Premium Foodservice Limited
Partnership
By: Levy GP Corporation
Its: General Partner
By:
________________________________
Name: Robert Ellis
Its: President
City of Santa Clara
Agenda Report
1500 Warburton Avenue
Santa Clara, CA 95050
santaclaraca.gov
@SantaClaraCity
24-514 Agenda Date: 10/22/2024
REPORT TO COUNCIL
SUBJECT
Action on Resolutions Accepting the Walsh/Martin Avenue Bikeway Planning Study, Selecting a Preferred Design Concept and, as Appropriate, Taking Related Actions Regarding Parking and Curb Modifications.
COUNCIL PILLAR
Deliver and Enhance High-quality Efficient Services and Infrastructure
EXECUTIVE SUMMARY
The Walsh/Martin Avenue Bikeway Planning Study (Study) is a planning-level document that identifies 1.7 miles of potential bicycle improvements along Walsh Avenue between Bowers Avenue and Lafayette Street and 0.5 miles of Martin Avenue between Lafayette Street and De La Cruz Boulevard. 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 transportation. Three concepts have been developed for adding bicycle facilities along each corridor and include potential parking or lane removals.
These proposed concepts and improvements were developed based on an analysis of both corridors, recommendations in the Santa Clara Bicycle Plan, engagement with several committees and commissions, and robust public outreach efforts. Development of the Study included significant community participation and feedback, most notably through the support of the City’s Bicycle and Pedestrian Advisory Committee (BPAC). It should be noted that the study is only a planning-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.
BACKGROUND
The City received a grant award from the Santa Clara Valley Transportation Authority (VTA) in the 2016 Measure B Bicycle/Pedestrian Planning Studies competitive grant program for the Study.
Bicycle improvements along Walsh and Martin Avenues are priority projects in the Santa Clara Bicycle Plan, and Council approved a professional services agreement for the Study with TJKM Transportation Consultants, with work on the project beginning in January 2023.
The effort has been coordinated with the City’s BPAC, Senior Advisory Commission, Parks and Recreation Commission, Youth Commission, various stakeholders (including the Santa Clara Unified School District), and the public. The Study was a regular item on the BPAC Agenda, with input and feedback provided at four separate meetings. On June 17, 2024, the BPAC reviewed the final draft and voted to recommend that the City Council consider adopting the Study, and also recommended a preferred design option.
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The Study provides draft roadway concepts and potential enhancements to improve bicycling along Walsh and Martin Avenues consistent with the Santa Clara Bicycle Plan. Adopting this Study and selecting a design concept will allow the City to apply for grant funds such as the VTA 2016 Measure B Bicycle and Pedestrian Capital Projects Program or the California Transportation Commission Active Transportation Program (ATP) in order to move forward with design and construction.
Additionally, it will help promote and advance the City’s Complete Streets Policy, which has a goal of creating and maintaining streets that provide safe, comfortable, and convenient travel through a comprehensive integrated transportation network serving all modes of transportation.
DISCUSSION
This planning-level document focuses on a 1.7-mile section of Walsh Avenue between Bowers Avenue and Lafayette Street and a 0.5-mile section of Martin Avenue between Lafayette Street and De La Cruz Boulevard (Attachment 1). The Study identifies options for bicycle improvements to expand the existing bicycle network, fill in gaps, provide greater connectivity to public transportation, increase mobility, and encourage the public to choose more sustainable modes of transportation. It also includes potential options for parking removal and lane reductions.
The Study (Attachment 2) is divided into five chapters which include:
(1) Introduction and Background
(2) Existing Conditions
(3) Corridor Alternative Concepts & Analysis
(4) Community Engagement
(5) Recommendations
An Appendix is also included with detailed information on existing conditions, parking utilization analysis, traffic analysis, speed survey results, community survey results, and community engagement material. The Study Appendix can be downloaded from the project webpage: < https://www.santaclaraca.gov/our-city/departments-g-z/public-works/engineering/traffic- engineering/walsh-martin-avenue-class-iv-bikeway-planning-study> . Each Study chapter is
summarized below.
Introduction and Background
The Study supports the City’s Climate Action Plan by identifying strategies to improve connectivity for people biking and walking while encouraging mode shifts from vehicles toward more sustainable modes such as biking and walking.
Both the City of Santa Clara and the Santa Clara Valley Transportation Authority (VTA) have adopted plans highlighting the need for bicycle facilities on Walsh and Martin Avenues to improve local and regional bike access. The Santa Clara Bicycle Plan identifies a Class IV protected and buffered bikeway along both corridors. Additionally, Walsh and Martin Avenues are identified as part of future priority “Cross County Bicycle Corridors” in the VTA’s Santa Clara Countywide Bicycle Plan Update 2018.
Walsh Avenue
: Walsh Avenue between Bowers Avenue and San Tomas Expressway is a four-lane east-west roadway running parallel to Central Expressway with a posted speed limit of 35 mph with varying roadway characteristics as noted in Table 1 below:
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Table 1: Walsh Avenue Existing Roadway Characteristics Section along
Walsh Ave
Roadwa
y Width
# of
Travel
Lanes
Two-Way
Center or
Left Turn
Lane
Bicycle
Lanes
Parking
Bowers Ave to 400
feet e/o Bowers Ave
80 to 64
feet
4 Yes Yes. 7-foot
striped
bike lane
No
400 feet e/o Bowers
Ave to San Tomas
Aquino Creek Bridge
64 feet 4 Yes Yes. 5-foot
striped
bike lane
No
Along San Tomas
Aquino Creek Bridge
64 feet 4 Yes No. Share
the
roadway
No
San Tomas Aquino
Creek Bridge to
Martin Ave
64 to 80
feet
4 Yes 5-foot bike
lanes east
of San
Tomas
Expy
Parking
east of San
Tomas
Expressway
.
Martin Ave to
Lafayette St
64 feet 4 No No Yes. Both
sides of
street
There are four transit stops for VTA’s Altamont Corridor Express (ACE) Yellow Shuttle Service along the north side of Walsh Avenue and adjacent land uses are predominantly office buildings, industrial parks, and surface parking lots.
Martin Avenue
: Martin Avenue between Lafayette Street and De La Cruz Boulevard is a 64-foot wide four-lane east-west roadway with roadway characteristics as noted in Table 2 below. This section of Martin Avenue also includes an at-grade rail crossing facility operated by the Union Pacific Railroad Company. Adjacent land uses are predominantly industrial buildings and surface parking lots.
Table 2: Martin Avenue Existing Roadway Characteristics Section along Martin
Avenue
Roadwa
y Width
# of
Travel
Lanes
Two-Way
Center or
Left Turn
Lane
Bicycle
Lanes
Parking
Lafayette Street to De
La Cruz Boulevard
64 feet 4 No No Yes. Both
sides of
street
Existing Conditions
Staff collected data and completed traffic analyses to evaluate the existing conditions on the roadway across key metrics including safety, traffic operations, parking, and vehicle speeds. This analysis City of Santa Clara Printed on 10/18/2024Page 3 of 15
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helped set a baseline for considering design concepts and identifying potential trade-offs between these design concepts compared to the existing roadway configuration.
Safety
Recent available collision data was analyzed for the period of January 2017 through December 2022.
This analysis found a total of 52 reported collisions occurred on Walsh Avenue during this timeframe.
Of the 52 collisions, one collision involved a bicyclist, one involved a pedestrian, and 9 collisions resulted in visible injuries. No collisions involving a fatality or severe injury were recorded along Walsh Avenue.
On Martin Avenue, 23 reported collisions occurred during this timeframe. None of the collisions involved a pedestrian or bicyclist and two of the collisions resulted in visible injuries. No collisions involving a fatality or severe injury were recorded along Martin Avenue.
Vehicle Speeds
Speed data was collected at four locations along both study corridors for a seven-day period during peak and non-peak periods. Walsh Avenue speed survey data found that 85th percentile speeds (the speed at which 85 percent of all motorists travel at or below) ranged between 39 and 44 miles per hour (mph) with 52 percent of vehicles exceeding the posted 35 mph speed limit.
Martin Avenue speed survey data found that 85
th percentile speeds (the speed at which 85 percent of
all motorists travel at or below) ranged between 41 and 44 mph with 59 percent of drivers exceeding the posted 35 mph speed limit.
Traffic Operations
A traffic operations analysis was completed including both study corridors and surrounding areas. As both Walsh Avenue and Martin Avenue are in close proximity to each other, a combined intersection Level of Service (LOS) analysis was completed which included 23 intersections along Walsh Avenue, Martin Avenue, and other nearby roadways including Central Expressway, Scott Boulevard, Reed Street, and Lafayette Street. The traffic operations analysis evaluated the current LOS for each study intersection based on criteria established in the City’s Transportation Analysis Policy. Per City policy, intersections on City-owned streets should meet Level of Service D or better and per County policy intersections on County-owned and operated expressways should meet Level of Service E or better.
Based on the analysis, 21 of 23 intersections operate acceptably during the AM peak hours (7:00 - 9:00 a.m.) and 20 of 23 intersections operate acceptably during the PM peak hours (4:00 - 6:00 p.m.). The two intersections that currently do not meet the policy standards in the AM peak hour are:
· Central Expressway and De La Cruz Boulevard (County)
· Monroe Street and Scott Boulevard (City)
The three intersections that currently do not meet the policy standards in the PM peak hours are:
· Walsh Avenue and Bowers Avenue (City)
· Walsh Avenue/Northwestern Parkway (City)
· Walsh Avenue/Martin Avenue (City)
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Travel Time
A travel time analysis was completed to evaluate the time it takes to travel the entire length of the study corridors 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.).
During the busiest time of day travelling westbound (AM peak period), it takes an average of 5 minutes and 51 seconds to travel on Walsh Avenue and 2 minutes and 35 seconds on Martin Avenue. During the busiest time of day travelling eastbound (PM peak period), it takes an average of 5 minutes and 23 seconds to travel on Walsh Avenue and 2 minute and 33 seconds on Martin Avenue.
Parking Analysis
A parking analysis was completed to determine parking occupancy along Walsh Avenue and Martin Avenue. Parking counts were collected along both sides of each street on three weekdays (Thursday, Friday, and Tuesday) on April 6, 7, and 11, and on Saturday, April 8, 2023. Staff conducted counts during three peak parking periods (9-11 a.m., 12-2 p.m., and 11 p.m.-1 a.m.) and counts were also collected on all side streets within 500 feet of Walsh and Martin Avenues. Overall, 63 percent of parking spaces were available on Walsh Avenue and 76 percent of parking spaces were available on Martin Avenue.
Walsh Avenue Potential Concepts
As noted above, the roadway widths and characteristics on Walsh Avenue (between Bowers Avenue and Lafayette Street) vary along the corridor. To simplify the analysis and in an effort to make the roadway consistent, concepts were prepared for two roadway widths on Walsh Avenue (80-foot wide and 64-foot wide). For the 80-foot section there is one roadway concept and a no-build option. For the 64-foot section, the Study identifies three roadway concepts and a no-build option. These concepts were developed and modified based on feedback from the community, commissions, committees, and Council (Attachment 3). It is important to note that to incorporate the proposed bicycle protection, the concepts show the installation of a vertical post in the roadway between the bicyclist and vehicle travel lanes. This design will narrow the available space for City street sweeping operations and will necessitate a modification to current sweeping operations along Walsh Avenue.
Each concept is summarized below:
WALSH AVENUE 80-FOOT-WIDE TYPICAL SECTION
Existing Conditions/No Build
This scenario does not implement any improvements on the 80-foot-wide section of Walsh Avenue and maintains the existing condition. There are four vehicle travel lanes (two in each direction), a two-way center turn lane, no parking and 7-foot-wide bike lanes on both sides of the street.
Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking This concept maintains four travel lanes, a two-way center turn lane, no parking, and adds a protected and buffered (Class IV) bikeway on both sides of the street by reducing travel lane widths to 11-feet. Vertical posts would be installed in the roadway to achieve both the protected City of Santa Clara Printed on 10/18/2024Page 5 of 15
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and buffered bikeway.
WALSH AVENUE 64-FOOT-WIDE TYPICAL SECTION
Existing Conditions/No Build
This scenario does not implement any improvements on the 64-foot-wide section of Walsh Avenue and maintains the existing condition. There are four vehicle travel lanes (two in each direction) and other roadway characteristics (i.e. parking, two-way center turn lane) that vary along these portions of Walsh Avenue.
Four Lanes, Protected/Buffered Bikeway, Remove Parking
This concept maintains four travel lanes, has no parking, and adds a protected and buffered (Class IV) bikeway on both sides of the street with seven feet of bikeway and three feet of buffer with vertical roadway posts. To implement this concept, the existing two-way center turn lane on Walsh Avenue (starting from 400-feet east of Bowers Avenue to San Tomas Aquino Creek Bridge) would be removed. Existing parking on Walsh Avenue (between Martin Avenue and Lafayette Street) would also be removed. Removing these roadway features provides the necessary space to add these bicycle improvements. Vertical posts would be installed in the roadway to achieve both the protected and buffered bikeway.
Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side This concept maintains four travel lanes, has no parking on one side of the street, adds a protected and buffered (Class IV) bikeway on one side of the street (with five feet of bikeway and two feet of buffer with vertical roadway posts), and adds a parking protected bikeway on the other side of the street. The parking protected bikeway is achieved by maintaining parking on one side of the street and shifting the parking towards the center of the street to act as a vertical separation between the bikeway and the vehicle travel lane. In an effort to increase the visibility of cyclists on the parking protected portion of the roadway, additional parking restrictions are recommended on the northside of the roadway next to driveways and intersections. Additionally, implementing this concept necessitates the removal of the existing two-way center turn lane on Walsh Avenue (starting from 400-feet east of Bowers Avenue to San Tomas Aquino Creek Bridge). Existing parking on the south side of Walsh Avenue (between Martin Avenue and Lafayette Street) would also be removed. Removing these roadway features on Walsh Avenue provides the necessary space to add these bicycle improvements and enhances the visibility of cyclists.
Two Lanes, Parking Protected Bike Lanes, Center Turn Lane This concept installs a parking protected bikeway on both sides of Walsh Avenue, removes one travel lane in each direction, adds a two-way center turn lane, and maintains a majority of the existing parking on both sides of the street (between Martin Avenue and Lafayette Street). The parking protected bikeway is achieved by shifting the parking towards the center of the street to act as a vertical separation between the bikeway and the vehicle travel lane. In an effort to increase the visibility of cyclists, additional parking restrictions are recommended on the northside of the roadway next to driveways and intersections.
Martin Avenue Potential Concepts
The Study identifies three roadway concepts and a no-build option for Martin Avenue (between Lafayette Street and De La Cruz Boulevard) that were developed and modified based on feedback City of Santa Clara Printed on 10/18/2024Page 6 of 15
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from the community, commissions, committees, and Council (Attachment 4). It is important to note that to incorporate the proposed bicycle protection, the concepts show the installation of a vertical post in the roadway between the bicyclist and vehicle travel lanes. This design will narrow the available space for City street sweeping operations and will necessitate a modification to current sweeping operations along Walsh Avenue. Each concept is summarized below:
Existing Conditions/No Build
This scenario does not implement any improvements on Martin Avenue and maintains the existing condition. There are four vehicle travel lanes (two in each direction), parking is maintained on both sides of the streets and no new bicycle facilities are installed.
Four Lanes, Protected/Buffered Bikeway, Remove Parking
This concept maintains four travel lanes, has no parking, and adds a protected and buffered (Class IV) bikeway on both sides of the street with seven feet of bikeway and three feet of buffer with vertical roadway posts. To implement this concept on Martin Avenue, existing parking on both sides of Martin Avenue (between Lafayette Street and De La Cruz Boulevard) would be removed.
Removing parking provides the necessary space to add these bicycle improvements.
Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side This concept maintains four travel lanes, has no parking on one side of the street, adds a protected and buffered (Class IV) bikeway on one side of the street (with five feet of bikeway and two feet of buffer with vertical roadway posts), and adds a parking protected bikeway on the other side of the street. The parking protected bikeway is achieved by maintaining parking on one side of the street and shifting the parking towards the center of the street to act as a vertical separation between the bikeway and the vehicle travel lane. In an effort to increase the visibility of cyclists, additional parking restrictions are recommended on the northside of the roadway next to driveways and intersections. Additionally, to implement this concept, existing parking on the south side of Martin Avenue (between Lafayette Street and De La Cruz Boulevard) would be removed.
Removing parking on Martin Avenue provides the necessary space to add these bicycle improvements and to provide enhanced visibility of cyclists next to parking.
Two Lanes, Parking Protected Bike Lanes, Center Turn Lane This concept installs a parking protected bikeway on both sides of Martin Avenue, removes one travel lane in each direction, adds a two-way center turn lane, and maintains a majority of the existing parking on both sides of the street (between Lafayette Street and De La Cruz Boulevard).
The parking protected bikeway is achieved by maintaining parking on one side of the street and shifting the parking towards the center of the street to act as a vertical separation between the bikeway and the vehicle travel lane. In an effort to increase the visibility of cyclists, additional parking restrictions are recommended on the northside of the roadway next to driveways and intersections.
Transportation Analysis and Potential Benefits
The City completed an in-depth transportation analysis to evaluate the potential benefits and impacts associated with each design concept. This analysis evaluated the changes in key metrics including potential collision reduction, potential speed reduction, parking availability, corridor travel times along the study portion of Walsh Avenue and Martin Avenue, potential traffic diversion, LOS changes, and potential Vehicle Miles Traveled (VMT) reduction. Summary tables of the transportation analysis City of Santa Clara Printed on 10/18/2024Page 7 of 15
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results and potential benefits for Walsh Avenue are included as Attachment 5 and Attachment 6.
Summary tables of the transportation analysis results and potential benefits for Martin Avenue are included as Attachment 7 and Attachment 8.
Community Engagement
Community engagement was a major component of developing the Study and a variety of outreach strategies were used to seek input from stakeholders. Outreach was conducted during three phases of the project: existing conditions, concept development, and traffic analyses. The following outreach methods were implemented throughout Study development:
· City website & forum for the community to submit comments · Dedicated project email address and phone number
· Four BPAC Meetings
· One Senior Advisory Commission Meeting
· One Parks and Recreation Commission Meeting
· One Youth Commission Meeting
· Three Community workshops
· Five City Events (Earth Day/Arbor Day, Bike to Work Day, Santa Clara Art and Wine Festival, Holiday Tree Lighting Ceremony, and Caltrain Commuter Outreach) · Three online interactive surveys
· Project signs installed along the study corridors
· Three rounds of postcard notifications sent to 1,000 residential and business addresses most proximate to the corridor (3,000 postcards total)
· Social media posts
· City News Articles & City Manager Newsletter
· Inside Santa Clara Articles
All community workshop presentations, recordings, and online surveys were posted on the project website.
Outreach Summary
Residents were provided multiple opportunities to share feedback on the project. Three surveys that covered both corridors were completed during the Study. The third and final online survey was open from January 16 to February 25, 2024 and received 45 public responses. 59 percent of respondents commute regularly along the Walsh Avenue corridor, with 39 percent living or working directly along it, and 37 percent crossing it regularly. 43 percent of respondents commute regularly along the Martin Avenue corridor, with 36 percent crossing it regularly and 28 percent living or working within a few blocks of Martin Avenue.
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the public. The results are as follows:
· Walsh Avenue 80-foot-wide section - the greatest voter support was for the concept titled “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking.” · Walsh Avenue 64-foot-wide typical section, the greatest voter support was for the concept titled “Two Lanes, Parking Protected Bike Lanes, Center Turn Lane.” · Martin Avenue 64-foot-wide typical section, the greatest voter support was for the concept titled “Two Lanes, Parking Protected Bike Lanes, Center Turn Lane.” A summary of the voting results for each corridor is provided in Tables 3 and 4 below.
Table 3: Design Concept Preference Survey Summary
Walsh Avenue
Roadway
Width
Roadway Concept % of First choice
votes*
80-foot wide Existing Conditions/No Build 26%
80-foot wide Four Lanes, Protected/Buffered Bikeway,
Center Turn Lane, Maintain No Parking
74%
64-foot wide Existing Conditions/No Build 16%
64-foot wide Four Lanes, Protected/Buffered Bikeway,
Remove Parking
30%
64-foot wide Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on
One Side
16%
64-foot wide Two Lanes, Parking Protected Bike Lanes,
Center Turn Lane
39%
*Ranked choice voting
Table 4: Design Concept Preference Survey Summary
Martin Avenue
Roadway
Width
Roadway Concept % of First choice
votes*
64-foot wide Existing Conditions/No Build 16%
64-foot wide Four Lanes, Protected/Buffered Bikeway,
Remove Parking
30%
64-foot wide Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on
One Side
7%
64-foot wide Two Lanes, Parking Protected Bike Lanes,
Center Turn Lane
47%
*Ranked choice voting
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Implementation
Cost estimates (in 2024 dollars) for the design and construction of each roadway concept were developed and are summarized in Table 5 for Walsh Avenue and Table 6 for Martin Avenue.
Table 5: Cost Estimates Per Roadway Concept (Walsh Avenue)* Roadway Concept Cost Estimate*
Existing Conditions/No Build $0
Four Lanes, Protected/Buffered Bikeway,
Maintain No Parking
$2.2 million**
Four Lanes, Protected/Buffered and
Parking Protected Bikeways, Remove
Parking on One-Side
$2.2 million**
Two Lanes, Parking Protected Bike
Lanes, Center Turn Lane
$2.1 million**
*Estimates are in 2024 dollars.
**These estimates include costs to improve the 80-foot wide section of Walsh Avenue per the roadway concept titled, “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking.”
Table 6: Cost Estimates Per Roadway Concept (Martin Avenue) Roadway Concept Cost Estimate*
Existing Conditions/No Build $0
Four Lanes, Protected/Buffered Bikeway,
Remove Parking
$1.5 million
Four Lanes, Protected/Buffered and
Parking Protected Bikeways, Remove
Parking on One Side
$1.5 million
Two Lanes, Parking Protected Bike
Lanes, Center Turn Lane
$1.4 million
*Estimates are in 2024 dollars.
Funding
Currently, there is no funding identified to design and construct any of the alternatives identified in the Study. If the Council selects a preferred concept, staff will begin the process to pursue funding opportunities for future design and construction phases.
These opportunities include:
· Local and Regional Grant Programs
o VTA 2016 Measure B
o Transportation Fund for Clean Air County Program Manager Fund o One Bay Area Grant
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o Transportation Development Act Article 3
· State & Federal Grant Programs
o California Active Transportation Program (ATP)
o Highway Safety Improvement Program
o Office of Traffic Safety Grant
o Safe Streets and Roads for All (SS4A)
o Road Maintenance and Rehabilitation Program
Bicycle and Pedestrian Advisory Committee (BPAC) Meeting and Feedback On June 17, 2024, the City’s BPAC reviewed the final draft Study and voted by majority (5 yes, 0 no, 4 absent) to recommend that the City Council adopt a resolution adopting the Walsh/Martin Avenue Bikeway Planning Study.
The BPAC voting results for each corridor are as follows:
· Walsh Avenue 80-foot-wide section - 5 yes, 0 no, and 4 absent to recommend the roadway concept titled “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking.”
· Walsh Avenue 64-foot-wide section - 5 yes, 0 no, and 4 absent to recommend the roadway concept titled “Four Lanes, Protected/Buffered Bikeway, Remove Parking.” · Martin Avenue- BPAC voted 5 yes, 0 no, and 4 absent to recommend the roadway concept titled “Four Lanes, Protected/Buffered Bikeway, Remove Parking.” Additional Buffered Bicycle Lane Design Concepts
: Based on a previous Council and BPAC concerns
and feedback on proposed parking-protected bicycle facilities, staff prepared two additional roadway concepts where parking is preserved along both Walsh Avenue and Martin Avenue. Although these design concepts do not include protected bicycle facilities as proposed in the Santa Clara Bicycle Plan, these concepts do provide enhanced bicycle facilities with a buffered bicycle lane (Class IIB) while maintaining parking along the curb as shown in Attachment 9. These concepts apply to the 64- foot-wide sections of Walsh Avenue and Martin Avenue.
Staff Recommendation
Based on the concept analysis findings, community input, and BPAC recommendations, staff recommends the following roadway concepts for Walsh Avenue and Martin Avenue as the preferred alternatives:
Walsh Avenue
· 80-foot-wide section - “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking”.
· 64-foot-wide section - “Four Lanes, Protected/Buffered Bikeway, Remove Parking.” Martin Avenue - “Four Lanes, Protected/Buffered Bikeway, Remove Parking.” City of Santa Clara Printed on 10/18/2024Page 11 of 15
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These alternatives meet the goals of the study while minimizing impacts to roadway traffic. It is estimated that parking demand can be accommodated by the adjacent surface parking lots and side streets.
ENVIRONMENTAL REVIEW
The action being considered to adopt the Study does not constitute a “project” within the meaning of California Environmental Quality Act (“CEQA”) pursuant to California Code of Regulations Section 15378(a) as it has no potential for resulting in either direct physical change in the environment, or a reasonably foreseeable indirect physical change in the environment. Notwithstanding the foregoing, the Study is exempt from CEQA pursuant to Section 15262 of CEQA Guidelines as the Study is a planning document for future possible actions which the City has not yet approved, adopted, or funded. Future environmental review will take place should the Study move forward to design and construction.
The modification of parking regulations being considered is exempt from CEQA pursuant to CEQA Guidelines Section 15301(c) - Existing Facilities, as the activity consists of operation, repair, maintenance, permitting, leasing, licensing, or minor alteration of existing highways and streets, sidewalks, gutters, bicycle and pedestrian trains, and similar facilities involving negligible or no expansion of use beyond that existing at the time of the lead agency’s determination.
FISCAL IMPACT
There is no immediate fiscal impact resulting from the adoption of the Study. However, by adopting this Study, the City will increase its eligibility for grant funds to implement a preferred design concept, should one be selected by City Council. It is important to note that there will be a future cost associated with implementing any of the proposed design concepts contained within the Study. The design and construction costs associated for the design concepts range from $2.1M - $2.2M for Walsh Avenue and $1.4M - $1.5M for Martin Avenue (in 2024 dollars). There is currently no dedicated funding source to design or construct any of the design concepts; however, staff can explore potential grant sources to fund the design and construction of a design concept, should one get selected by Council. Additionally, depending upon the Council selection, the preferred concepts could require a modification to the City street sweeping operations which may include the purchase of new equipment (i.e. smaller street sweeper) or new contractual services. If necessary, any additional costs will be proposed as a part of a future annual operating budget process once design and construction funding is obtained.
COORDINATION
The Study has been coordinated with the City Attorney’s Office, Community Development Department, Finance Department, BPAC, Senior Advisory Commission, Youth Advisory Commission, and Parks and Recreation Commission.
PUBLIC CONTACT
Public contact was made by posting the Council agenda on the City’s official-notice bulletin board outside City Hall Council Chambers. A complete agenda packet is available on the City’s website and in the City Clerk’s Office at least 72 hours prior to a Regular Meeting and 24 hours prior to a Special Meeting. A hard copy of any agenda report may be requested by contacting the City Clerk’s Office at (408) 615-2220, email [email protected] < mailto:[email protected]> or at the
public information desk at any City of Santa Clara public library.
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ALTERNATIVES
1. Adopt a resolution accepting the Walsh/Martin Avenue Bikeway Planning Study.
Walsh Avenue 80-foot-wide Section
2. Approve one of the following Roadway Concepts for the 80-foot-wide section of Walsh Avenue:
a. No Build Option.
b. Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking.
Walsh Avenue 64-foot-wide section
3. Approve one of the following Roadway Concepts for the 64-foot-wide section of Walsh Avenue:
(Alternatives 3a - 3d Maintain Four Lanes of Traffic)
a. No Build Option.
b. Four Lanes, Protected/Buffered Bikeway, Remove Parking and adopt a resolution amending parking regulations to remove on-street parking on both sides of Walsh Avenue between San Tomas Expressway and Lafayette Street. c. Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side and
adopt a resolution amending parking regulations to remove on-street parking on the southside of Walsh Avenue between San Tomas Expressway and Lafayette Street. d. Four Lanes, Buffered Bike Lanes, Remove Parking on One Side and adopt a resolution amending parking regulations to remove on-street parking on the southside of Walsh Avenue between San Tomas Expressway and Lafayette Street. (Alternatives 3e - 3f Remove Two Lanes of Traffic)
e. Two Lanes, Parking Protected Bike Lanes, Center Turn Lane. f. Two Lanes, Buffered Bike Lanes, Center Turn Lane, Maintain Parking.
Martin Avenue
4. Approve one of the following Roadway Concepts for Martin Avenue:
(Alternatives 4a - 4d Maintain Four Lanes of Traffic)
a. No Build Option.
b. Four Lanes, Protected/Buffered Bikeway, Remove Parking and adopt a resolution amending parking regulations to remove on-street parking on both sides of Martin Avenue between Lafayette Street and De La Cruz Boulevard. c. Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side and
adopt a resolution amending parking regulations to remove on-street parking on the southside Martin Avenue between Lafayette Street and De La Cruz Boulevard. d. Four Lanes, Buffered Bike Lanes, Remove Parking on One Side and adopt a resolution amending parking regulations to remove on-street parking on the southside of Martin Avenue between Lafayette Street and De La Cruz Boulevard. (Alternatives 4e - 4f Remove Two Lanes of Traffic)
e. Two Lanes, Parking Protected Bike Lanes, Center Turn Lane. f. Two Lanes, Buffered Bike Lanes, Center Turn Lane, Maintain Parking.
City of Santa Clara Printed on 10/18/2024Page 13 of 15
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24-514 Agenda Date: 10/22/2024
Walsh Avenue and Martin Avenue
5. Adopt a resolution to establish no parking zones as necessary on Walsh Avenue between Bowers Avenue and Lafayette Street and Martin Avenue between Lafayette Street and De La Cruz Boulevard.
RECOMMENDATION
Alternatives 1, 2b, 3b, 4b, and 5.
1. Adopt a resolution accepting the Walsh/Martin Avenue Bikeway Planning Study; 2b.Approve the roadway concept Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking for the 80-foot-wide section of Walsh Avenue; 3b.Approve the roadway concept Four Lanes, Protected/Buffered Bikeway, Remove Parking for the 64-foot-wide section of Walsh Avenue; adopt a resolution amending parking regulations to remove on-street parking on both sides of Walsh Avenue between San Tomas Expressway and Lafayette Street
4b. Approve the roadway concept Four Lanes, Protected/Buffered Bikeway, Remove Parking for Martin Avenue; adopt a resolution amending parking regulations to remove on-street parking on both sides of Martin Avenue between Lafayette Street and De La Cruz Boulevard; and
5. Adopt a resolution to establish no parking zones as necessary on Walsh Avenue between Bowers Avenue and Lafayette Street and Martin Avenue between Lafayette Street and De La Cruz Boulevard.
Reviewed by: Craig Mobeck, Director of Public Works
Approved by: Jovan Grogan, City Manager
ATTACHMENTS
1. Project Location Map
2. Walsh/Martin Avenue Bikeway Planning Study
3. Walsh Avenue Bikeway Design Concepts
4. Martin Avenue Bikeway Design Concepts
5. Transportation Analysis Summary - Walsh Avenue
6. Potential Benefits Summary - Walsh Avenue
7. Transportation Analysis Summary - Martin Avenue
8. Potential Benefits Summary - Martin Avenue
9. Additional Buffered Bicycle Lane Design Concepts
10. Resolution to Adopt the Walsh/Martin Avenue Bikeway Planning Study
11. Resolution to Remove Parking on both sides Walsh Avenue to Implement Roadway Concept titled - “Four Lanes, Protected/Buffered Bikeway, Remove Parking”
12. Resolution to Remove Parking on the Southside of Walsh Avenue to Implement Roadway Concept titled - “Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side”
13. Resolution to Remove Parking on both sides of Martin Avenue to Implement Roadway Concept titled - “Four Lanes, Protected/Buffered Bikeway, Remove Parking”
14. Resolution to Remove Parking on the Southside of Martin Avenue to Implement Roadway Concept titled - “Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side”
15. Resolution to Establish No Parking zones as necessary on Walsh Avenue between Bowers Avenue and Lafayette Street and Martin Avenue between Lafayette Street and De La Cruz City of Santa Clara Printed on 10/18/2024Page 14 of 15
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24-514 Agenda Date: 10/22/2024
Boulevard
City of Santa Clara Printed on 10/18/2024Page 15 of 15
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Attachment 0. | Walsh/Martin Avenue Bikeway Planning Study Walsh/Martin Avenue Bikeway Planning Study | Attachment 01.
Study Area - Walsh Avenue and Martin Avenue Study Corridors LEGEND
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City of Santa Clara
Walsh/Martin
Avenue
Bikeway
Planning Study
DRAFT FINAL | MAY 2024
Prepared by
TJKM Transportation Consultants
2016
MEASURE B
V.
City of
Santa Clara
The center of What's Pouible
Acknowledgments Table of Contents
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 J. Becker
Vice Mayor, District 6
City of Santa Clara Staff
Michael Liw
Assistant Public Works Dir
ector
Steve Chan
Transportation Manager
Carol Shariat
Principal Transportation Planner
Ralph Garcia
Senior Civil Engineer
Nicole He
Project Manager, Associate Engineer
Boards and Commissions
Bicycle and P
edestrian Advisory Committee
Youth Commission
Parks & Recreation Commission
Senior Advisory Commission
Stakeholders
Santa Clara
Valley Transportation Authority (VTA)
County of Santa Clara
Santa Clara Valley Water District
Consultant Team
TJKM Transportation Consultants
Funding Provided by 2016 Measure B
This study would not hav
e been possible
without the generous funding provided
by 2016 Measure B Grant Program.
Executive Summary .........................................................................................................7
01. Introduction & Background .......................................................................................9 Origins of the Study ................................................................................................................. 11
02. Existing Conditions .................................................................................................16 Roadway Characteristics ....................................................................................................... ..16 Study Area Observations ........................................................................................................16 Traffic ....................................................................................................................... ...............20 Safety ........................................................................................................................ .............30 Parking Utilization ........................................................................................................... ........36
03. Corridor Alternative Concepts & Analysis ..............................................................45 Walsh Avenue - Existing Conditions/No Build ..........................................................................47 Corridor Design Concepts for Walsh Avenue — 80-foot Width .................................................55 Corridor Design Concepts for Walsh Avenue — 64-foot Width .................................................58 Martin Avenue - Existing Conditions/No Build ..........................................................................67 Corridor Design Concepts for Martin Avenue — 64-foot Width .................................................69 Traffic Analysis .............................................................................................................. ..........75 Benefits Summary ...................................................................................................................99
04. Community Engagement ....................................................................................... 102 Engagement Strategies ......................................................................................................... 102 Phase 1 Engagement Summary Findings .............................................................................. 110 Phase 2 Engagement Summary Findings ............................................................................. 112 Phase 3 Engagement Summary Findings .............................................................................. 114
05. Recommendations ................................................................................................. 118 Final Recommendation .......................................................................................................... 118 High-Level Cost Estimates .................................................................................................... 1 18 Local and Regional Grant Programs ...................................................................................... 119 State and Federal Grant Programs ........................................................................................ 120 Appendix A. Technical Memorandums
Appendix B. Survey Results
Appendix C. Community Engagement Materials
List of Figures
Figure 1: Study Area - Walsh Avenue and Martin Avenue Study Corridors ................ 10 Figure 2: Walsh Avenue and Martin Avenue Bikeway Study Schedule ....................... 14 Figure 3: Study Intersections ........................................................................................ 20 Figure 4: Level of Service Analysis for Existing Conditions (Weekday AM and PM Peaks) ........................................................................ 24 Figure 5: Level of Service Analysis for Existing Conditions (Weekday Midday) ........ 26 Figure 6: Level of Service Analysis for Existing Conditions (Saturday) ..................... 28 Figure 7: Collision by Mode .......................................................................................... 30 Figure 8: Walsh Avenue and Martin Avenue - Collision Severity ................................. 31 Figure 9: Collision Trends on Walsh Avenue between Bowers Avenue and Lafayette Street (2017-2022 ) .......................................................... ......... 32 Figure 10: Primary Collision Factors (Walsh Avenue) 201 7-2022 ................................ 32 Figure 11: Type of Collision (Walsh Avenue) 2017 -2022 .............................................. 33 Figure 12: Collision Severity by Time of the Day (Walsh Avenue) 201 7-2022 ............. 33 Figure 13: Collision Trends on Martin Avenue between Lafayette Street and De La Cruz Boulevard (2017 – 2022) ..................................................... 34 Figure 14: Type of Collision (Martin Avenue) 201 7-2022 .................. ........................... 34 Figure 15: Primary Collision Factors (Martin Avenue) 2017 -2022 ............................... 35 Figure 16: Collision Severity by Time of the Day (Martin Avenue) 201 7-2022 ............ 35 Figure 17: Corridor Peak Parking Occupancy (Weekday - 1:00pm) ........................... 38 Figure 18: Speed Study - Walsh Avenue ....................................................................... 41 Figure 19: Speed Study - Martin Avenue ...................................................................... 43 Figure 20: Study Corridor - Section Map ...................................................................... 46 Figure 21: Existing Conditions/No Build Section 1 - Walsh Avenue (Bowers Avenue to Transition) ..................................................................... 47 Figure 22: Existing Conditions/No Build Section 2 - Walsh Avenue (Transition to San Tomas Aquino Creek Trail Bridge) ................................. 49 Figure 23: Existing Conditions/No Build Section 3 - Walsh Avenue (San Tomas Aquino Creek Trail Bridge Section) ......................................... 51 Figure 24: Existing Conditions/No Build Section 4 - Walsh Avenue (Martin Avenue to Lafayette Street) ............................................................. 53 Figure 25: Proposed Concept for Section 1: Four travel lanes, Center Turn Lane, Class IV Separated Bikeway, and No Parking ............... 55 Figure 26: Concept A: Four T ravel Lanes with No Parking .......................................... 59
Figure 27: Concept B: Four Travel Lanes - Remove Parking on One Side from Martin Avenue to Lafayette Street ....................................................... 61 Figure 28: Concept C: Two Travel Lanes with Center Turn Lane, Parking on Both Sides from Martin Avenue to Lafayette Street ................. 63 Figure 29: Concept C with No Parking: Two Travel Lanes, Center Turn Lane, No Parking on Both Sides ............................................................................ 65 Figure 30: Existing Conditions/No Build Section 5 - Martin Avenue (Lafayette Street to De La Cruz Boulevard) ................................................. 67 Figure 31: Concept D: Four Travel Lanes, No Parking ................................................. 69 Figure 32: Concept E: Four Travel Lanes, Remove Parking on One Side ................... 71 Figure 33: Concept F: Two Travel lanes, Center Turn Lane, and Parking on Both Sides .......................................................................... 73 Figure 34: Average Parking Occupancy Anticipated -
Walsh Avenue and Martin Avenue North Side Parking Removed ............... 79 Figure 35: Average Parking Occupancy Anticipated - ................................................ 81 Walsh Avenue and Martin Avenue South Side Parking Removed .............. 81 Figure 36: Baseline Conditions - Road Diet LOS
(Weekday AM and PM) - Concept C and Concept F .................................... 89 Figure 37: Baseline Conditions - Road Diet LOS
(Weekday Midday) - Concept C and Concept F ........................................... 91 Figure 38: Baseline Conditions - Road Diet LOS (Saturday) (Concept C & Concept F) ............................................................................. 93 Figure 39: Maptionnaire - Community Concerns (56 Responses) ..............................111 Figure 40: Survey #02 Results .....................................................................................113 Figure 41: Ranked Choice Vote for Walsh Avenue Concepts .....................................115 Figure 42: Ranked Choice Vote for Martin Avenue Concepts .....................................115 List of Tables
Table 1: Study Cross Streets and Intersections ........................................................... 21 Table 2: Corridor Travel Time ........................................................................................ 21 Table 3: Walsh Avenue and Martin Avenue —
Existing Average Daily Traffic Counts ............................................................ 22 Table 4: Corridor and Surrounding Networks Level of Service ................................... 23 Table 5: Parking Availability Summary by Location ..................................................... 37 Table 6: Parking Average Availability by Day and Time ............................................... 37 Table 7: Speed Survey Results - Walsh Avenue ........................................................... 41 Table 8: Speed Survey Results - Martin Avenue ........................................................... 43 Table 9: Estimated Collision Reduction on Walsh Avenue (201 7-2022) ...................... 75 Table 10: Estimated Collision Reduction on Martin Avenue (201 7-2022) .................... 75 Table 11: Estimated Parking Availability on Walsh Avenue with Parking Removal Scenarios .................................................................. 77 Table 12: Estimated Parking Availability on Martin Avenue with Parking Removal Scenarios .................................................................. 77 Table 13: Walsh Avenue - Modeled Travel Time Changes (in minutes) ....................... 85 Table 14: Martin Avenue - Modeled Travel Time Changes (in minutes) ....................... 86 Table 15: Level of Service Analysis Results ................................................................. 88 Table 16: Analysis Summary - Walsh Avenue Corridor ................................................ 97 Table 17: Analysis Summary - Martin Avenue Corridor ............................................... 97 Table 18: Benefit Summary - Walsh Avenue and Martin Avenue Corridor .................. 99 Table 19: Online Survey #02 Results - All Responses (63 Responses) ......................113 Table 20: Generalized Planning Level Costs ...............................................................118 7Walsh/Martin Avenue Bikeway Planning StudyCity of Santa Clara
01. Introduction & Background
Executive Summary
TO BE ADDED AFTER THE CITY COUNCIL’S APPROVAL
OF PREFERRED DESIGN CONCEPTS FOR THIS PROJECT
01. Introduction
& Background
109 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
01. Introduction & Background 01. Introduction & Background Figure 1: Study Area - Walsh Avenue and Martin Avenue Study Corridors
01. Introduction & Background
Study Overview
The City of Santa Clara received a 2016
Measure B Bicycle & Pedestrian Planning
Studies grant from the Santa Clara Valley
Transportation Authority (VTA) to conduct
the Walsh Avenue/Martin Avenue Bikeway
Study (Study). This study focuses on a 1.7-
mile segment of Walsh Avenue between
Bowers Avenue and Lafayette Street, and a
half-mile stretch of Martin Avenue between
Lafayette Street and De La Cruz Boulevard,
as depicted in Figure 1 . The 2016 Measure
B grant aims to close gaps in the existing
bicycle network, improve connectivity, and
enhance bicycle safety and convenience.
The Study began in January 2023 and was
completed in the fall of 2024. Its primary goal
was to identify and evaluate design options to
install Class IV bikeways on both the Walsh
and Martin Avenue corridors, which may
include options for parking removal and/or lane
reductions. At a minimum, Class II buffered bike
lanes are considered for these two corridors.
The Class IV bikeways, often referred to as
"separated bikeways" or "protected bikeways"
are dedicated on-street facilities designed
exclusively for bicyclists, with a physical
separation that separates the bikeway from
the travel lanes. Class IV bikeways provide
protection and comfort for people on bikes and
do the most to encourage a broad range of
users.
This final report of the Walsh Avenue/Martin
Avenue Bikeway Study summarizes the design
concepts, technical analyses, recommendations,
and next steps of the bikeway study. The project
team completed the study through extensive
outreach with nearby businesses, residents, and
stakeholders, including three online community
meetings, four pop-up events, and three rounds
of online surveys. Communities' priorities for the
corridor were established through interactive
polling at public workshops and multiple online
surveys. The City collected community feedback
through in-person pop-up events, interactive
activities, and outreach strategies. These
priorities helped guide the development and
evaluation of potential roadway concepts and
acted as a lens to evaluate the design concepts.
The Study evaluated six years (January 201 7 –
December 2022) of collision data along the
Walsh Avenue and Martin Avenue corridors
to identify high-collision intersections and
block faces, to incorporate potential safety
enhancements into the concept design.
The Study also evaluated existing parking
inventory and occupancy along the study
corridors and within 500 feet (ft.) of the
surrounding streets (Bowers Avenue, San
Tomas Expressway, Scott Boulevard, Lafayette
Street, and De La Cruz Boulevard). Each
design concept as well as the existing roadway
configurations were evaluated for their impact
on traffic operations through a detailed corridor
transportation analysis of 23 intersections along
Walsh Avenue and Martin Avenue and parallel
roads surrounding the study corridors.
In addition to traffic impacts, the project
evaluated impacts on corridor congestion,
corridor travel times and Vehicle Miles Traveled
(VMT). Results from the data-driven analysis are
summarized in this Study with full memorandum,
included as Appendices.
It is crucial to note that this is a planning-level
document. The City Council will consider design
options and decide the best path forward given
the collected community input and analysis
findings.
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1211 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
01. Introduction & Background 01. Introduction & Background Origins of the Study
General Plan (2010 – 2035)
The City of Santa Clara General Plan aims to
provide a comprehensive, integrated bicycle
and pedestrian network that is accessible to all
community members. The plan also identifies
the study corridors as potential bike corridors
and would help close the gap in the bicycle
network.
City of Santa Clara 2010-2035 General Plan
City of Santa Clara Bicycle Plan Update
2018
Both the City of Santa Clara and the VTA
have adopted plans that highlight the need
for bicycle facilities on Walsh Avenue and
Martin Avenue. Adopted plans recommend
Class IV bicycle lanes on Walsh Avenue and
Martin Avenue. The Walsh Avenue and Martin
Avenue corridors are identified in the City’s
2010-2035 General Plan
as a recommended
location for potential bicycle corridors.
Following the bike improvement along the
two study corridors will aid in closing this gap
in the bicycle network and were identified as
a high-priority recommendations in the City
of Santa Clara’s Bicycle Master Plan and
a priority “Cross County Bicycle Corridor”
in the Santa Clara Valley Transportation
Authority (VTA) Countywide Bicycle Plan
.
The Bicycle Plan Update 2018 recommended
Class IV Bicycle lanes as the facility on
Walsh Avenue and Martin Avenue.
Class IV separated bikeways are
supportive of the City’s Complete Streets
policy and resolution (No. 18-8593).
City of Santa Clara Bicycle Plan Update 2018
VTA Countywide Bicycle Plan (2018)
Walsh Avenue and Martin Avenue corridors are
identified as high priority “Cross County Bicycle
Corridor” in the Santa Clara Valley Transportation
Authority (VTA) Countywide Bicycle Plan.
Santa Clara Countywide Bicycle Plan Update 2018
City Climate Action Plan (2022)
This plan also aligns with the City's Climate
Action Plan by outlining strategies to enhance
bicycle and pedestrian connectivity and
lower the level of traffic-related stress. These
measures are designed to promote a shift away
from vehicular transportation in favor of more
sustainable modes, like bicycling and walking.
City of Santa Clara Climate Action Plan
This plan also supports the City’s Climate
Action Plan by identifying strategies to
improve bicycle and pedestrian connectivity
and reduce their level of traffic stress to
encourage mode shifts from vehicles towards
more sustainable modes such as bicycling
and walking in Bicycle Plan Update 2018.
The Bicycle Plan Update identifies and
recommends a Class IV bicycle facility while also
proposing spot improvements at the intersection
of Walsh Avenue and San Tomas Expressway.
This recommendation is intended to help close
the gaps in the existing bicycle infrastructure
in the central Santa Clara region of the City.
City of Santa Clara Bicycle Plan Update 2018 (cont.)
Celebrati11g Our
Past, Present and
Future
1413 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
01. Introduction & Background 01. Introduction & Background Project Relevance
The Study works toward implementation of the City’s
adopted plans and policies in the following ways:
• 2016 Measure B Bicycle & Pedestrian
Planning Grant: The City secured
a 2016 Measure B Bicycle & Pedestrian
Planning Grant, which is dedicated
to the improvement and development
of bicycle and pedestrian infrastructure.
This funding has enabled the study and
potential enhancement of these corridors.
• High Priority Corridor in City’s Bicycle
Plan Update 2018 and Countywide
Bicycle Plan: These corridors have
been identified as high-priority routes
in the City’s Bicycle Plan Update 2018
and Countywide Bicycle Plan.
This
designation underscores their significance
in promoting cycling as a viable mode
of transportation within the region.
• Implementation of the City’s Complete
Streets Policy (18-8593): The study
aligns with the City’s Complete Streets
Policy (Policy 18-8593). Complete Streets
policies aim to design and operate streets
for the safety and convenience of all users,
including pedestrians, cyclists,
and motorists.
• Supporting the Goals of the City’s
Climate Action Plan: The study of Walsh
A
venue and Martin Avenue is in line with
the objectives of the City’
s Climate
Action Plan. Promoting cycling and
creating safer and more accessible
bicycle infrastructure contributes to
reducing greenhouse gas emissions and
mitigating the effects of climate change.
• Enhancing Safety and Comfort for All:
One of the primary goals of this study is
to enhance safety and comfort for all road
users. Improving the infrastructure along
these corridors can reduce accidents
and create a more pleasant environment for
bike users.
• Integrating with Other Existing and
Planned Bicycle Facilities: Connect to
San Tomas Aquino creek trail, existing
bicycle lanes on Scott Boulevard and
on Monroe Street, and future Class IV
bikeways on Lafayette Street, De La
Cruz Boulevard/Coleman Avenue.
Figure 2: Walsh Avenue and Martin Avenue Bikeway Study Schedule Timeline
The project, initiated in January 2023, spans
20 months across three phases. Each phase
includes a community workshop, an online
survey and various pop-up events:
• Phase 1 focused on project introduction,
comprehensive data collection, gathering
initial public input on the project vision,
and subsequent analysis.
• Phase 2, the project team presented
the community and stakeholders
with preliminary analyses and draft
design concepts for review. This phase
incorporated community input from
Phase 1, along with collision analysis,
a parking occupancy study, and design
alternatives.
• Phase 3 delved into an in-depth analysis
of the corridor, including collision
reduction estimates, parking removal
scenarios, and an extensive traffic
analysis. The project team evaluated the
impacts of existing and proposed design
concepts including traffic operations,
travel time, parking occupancy, safety
improvements, and Vehicles Miles
Travelled (VMT).
Community engagement is integral to the
entire study featuring four rounds of Bicycle
and Pedestrian Advisory Committee (BPAC)
meetings and three rounds of community
meetings. Various pop-up events were
strategically organized to introduce and
engage the community and stakeholders
further.
The inputs received from these engagements
were carefully incorporated into the design,
which was then made available for BPAC
and community input before being formally
presented to the City Council in the fall of 2024.
A graphic of the project timeline is shown
in Figure 2.
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02. Existing
Conditions
1716 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
02. Existing Conditions
Roadway Characteristics
The study evaluated a 1.7-mile section of Walsh
Avenue between Bowers Avenue and Lafayette
Street and a half-mile stretch of Martin Avenue
between Lafayette Street and De La Cruz
Boulevard.
• Walsh Avenue is an east-west minor
arterial running parallel to Central
Expressway with a posted speed limit
of 35 miles per hour (mph). The study
corridor is mostly a four lane, two-way
road. The section of Walsh Avenue
between Bowers Avenue and San Tomas
Expressway has a center turn lane. The
adjacent land use is predominantly office
buildings, industrial parks, and surface
parking lots. The corridor has Class II
bicycle lanes or Class III bicycle sharrows
on both sides between Bowers Avenue
and San Tomas Expressway. There are
four transit stops for VTA’s Altamont
Corridor Express (ACE) Yellow Shuttle
Service along the north side of the street.
• Martin Avenue is an east-west collector
in central Santa Clara with a posted
speed limit of 35 mph. It is a four-lane,
two-way road. This segment includes an
at-grade rail crossing facility operated by
Union Pacific Railroad Company (UP).
The adjacent land use is predominantly
industrial.
Neighboring Segments
The study area along Walsh Avenue extends
from Bowers Avenue to Lafayette Street,
while the sections under consideration for the
Martin Avenue study stretch from Lafayette
Street to De La Cruz Boulevard. Adjacent
streets in this area include Bowers Avenue,
San Tomas Expressway, Scott Boulevard,
Lafayette Street, and De La Cruz Boulevard.
Bowers Avenue functions as a crucial
north-south major arterial road. Presently,
it features a Class II Bicycle Lane, but the 2018
City of Santa Clara Bicycle Update recommends
upgrading it to a Class IV Separated Bikeway
Facility for improved cyclist safety and
convenience. San Tomas Expressway serves
as a north-south expressway with a speed limit
of 45 mph. In line with the VTA Countywide
Bicycle Plan, there is a recommendation
to establish protected intersections at the
intersection of San Tomas Expressway and
Walsh Avenue. Currently, Scott Boulevard
operates as a Class II bicycle lane, but as
per the Santa Clara Bicycle Plan Update
in 2018, it is proposed to be transformed
into a Class I Shared-Use Path.
Lafayette Street, also a north-south arterial,
is currently in the planning stages for the
installation of projected bicycle lanes between
Laurelwood Road and Reed Street, an initiative
undertaken by the City of Santa Clara. This
project is designed to create a seamless
connection between the existing bicycle facilities
along Walsh Avenue and Martin Avenue
Additionally, the City is studying the De La Cruz
Boulevard Bicycle Planning Study, another major
north-south arterial. At present, it has a Class III
Bicycle Route. The objective of this study is to
identify and implement improvements that will
address gaps in the bicycle network, enhance
overall mobility, and encourage the public to opt
for more sustainable modes of transportation.
Study Area Observations
The project team conducted multiple field
visits, thoroughly assessing the study area in
terms of safety, access, and overall usability.
Participants from the City of Santa Clara Bicycle
and Pedestrian Advisory Committee (BPAC),
City of Santa Clara staff, and the project
consultants conducted a site visit
on March 24, 2023.
During this visit, the team studied the Walsh
and Martin Avenue corridors, carefully
observing field conditions such as sight
distances, conflict zones, existing facilities,
and specific pinch points. These observations
were pivotal in tackling potential challenges
and directing concentrated efforts during the
analysis and design phase. The consulting
team conducted field visits for both
weekday and weekend periods, covering
morning, midday, and afternoon sessions
on April 4th, 5th, 6th, and 8th, 2023.
Walsh Avenue
Walsh A
venue, spanning from Bowers Avenue
to Lafayette Street, features a four-lane roadway
with parking on both sides between Martin
Avenue and Lafayette Street. No parking
is allowed on Walsh Avenue between Bowers
Avenue and Martin Avenue. There is one-hour
on-street parking restriction on the south side
of Walsh Avenue between Martin Avenue
and Scott Boulevard. During the site visit,
it was observed that some trucks parked
along the corridor, despite a no-stopping or
parking restriction for vehicles over 20 feet
in length throughout the entire corridor.
Moreover, the sidewalks along this section of
Walsh Avenue are discontinuous, so the project
team observed only small amount
of pedestrians travelling along the corridor.
The traffic volume on this corridor is relatively
low, making it susceptible to speeding, and there
are numerous office driveways opening onto the
corridor.
During the site visit, the project team noted
traffic activity on both weekdays (AM.,
Midday, and PM) and weekends. Of the seven
intersections, five are signalized, while the
other two, including the Northwestern Parkway
intersection and Martin Avenue intersection, are
side street stop-controlled. On weekdays, traffic
is generally light at most intersections in both
eastbound and westbound directions, except for
queuing observed on the eastbound left turn of
Kifer Road and northbound through lane
of Bowers Avenue.
The Walsh Avenue and San Tomas Expressway
intersection experience high traffic volumes
on San Tomas Expressway in both directions
and westbound movement of Walsh Avenue,
with light traffic on the eastbound movement but
during weekday PM periods the eastbound left
turn queue spilled over the left turn pocket
on Walsh Avenue. Light pedestrian and bicycle
activity was noted at the intersection
of San Tomas Expressway and Walsh Avenue.
Queuing observed at the intersection of San
Tomas Expressway and Walsh Avenue
Light pedestrian activity noted at the intersection of
San Tomas Expressway and Walsh Avenue
1918 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Martin Avenue
Moving on to Martin Avenue, which extends
from Lafayette Street to De La Cruz Boulevard,
it is a four-lane roadway with parking on both
sides. There is a four-hour on-street parking
restriction on the south side of Martin Avenue
and a six-hour restriction on the north side.
Similar to Walsh Avenue, trucks were observed
parked along the corridor despite the
no stopping or parking restriction for vehicles
over 20 feet in length.
The sidewalks along Martin Avenue are also
discontinuous, resulting in minimal pedestrian
and bicyclist movement. The traffic volume
on this corridor is relatively low, making
it susceptible to speeding, and there are
several driveways from offices opening onto
the corridor. the project team observed traffic
activity on Martin Avenue during weekdays
(AM, Midday, and PM) and weekends.
All three intersections on Martin Avenue are
signalized. Traffic is mostly light at two of the
three intersections, but the Martin Avenue and
De La Cruz Boulevard intersection experiences
heavy traffic on De La Cruz Boulevard in
both directions and eastbound direction,
but the queue spills back on the eastbound
left turn movement of Martin Avenue.
Light pedestrian and bicycle activity was
observed at the intersection of Martin
Avenue and Scott Boulevard.
Bicycle activity observed at the intersection of Martin Avenue and Scott Boulevard pedestrian access Pedestrian activity observed at the intersection of Martin Avenue and Scott Boulevard pedestrian access Barriers along Martin Avenue inhibit pedestrian access Parking restrictions along the Martin Avenue corridor 2120 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Traffic
The project conducted detailed traffic modeling
throughout the project area, including at 23
intersections shown in Figure 3 and Table 1.
This effort evaluated the overall Level of Service
(LOS) of each intersection using baseline traffic
volumes and compared this to the LOS policy
criteria from the City for each intersection.
The study evaluated current traffic operations
with the existing configuration and all concept
designs assuming pre-COVID traffic levels.
2023 counts were compared with historical
traffic data (pre-COVID) in the study area.
Figure 3: Study Intersections
Table 1: Study Cross Streets and Intersections
Table 2: Corridor Travel Time
The project developed an adjustment factor
by comparing pre-COVID data and traffic data
collected during hybrid or remote working
opportunities. This factor was applied to
2023 data, where there was no historical
data to develop a representation of baseline
traffic volumes for analysis purposes. The
comparison showed that 2023 traffic counts
needed to be increased by 35% for the AM
peak period (7:00 to 9:00 a.m.) and by 26%
for the PM peak period (4:00 to 6:00 p.m.)
The project team evaluated the time it currently
takes to travel the entire length of the Walsh
Avenue and Martin Avenue corridors 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 5 minutes and 31
seconds to travel the Walsh Avenue corridor.
During the busiest time of day going eastbound
(PM peak period from 4:00 to 6:00 p.m.), it
takes 4 minutes and 23 seconds to travel the
Walsh Avenue corridor, as shown in Table 2.
On Martin Avenue, the travel time is in the
range of less than 1 minute during AM and
PM peak period, as shown in Table 2.
Corridor (East-West)
Cross-Streets (North-South)
Walsh Avenue Martin Avenue Central
Expressway Reed Street Monroe Street
1. Bowers
Avenue
2. Scott
Boulevard 3. Bowers A venue 4. De La Cruz
Boulevard
5. Scott
Boulevard
6. Northwestern
Parkway
7. Lafayette
Street 8. Scott Boulevard 9. Lafayette
Street
10. Los Padres
Boulevard
11. NVIDIA
Driveway
12. De La Cruz
Boulevard 13. Owens Corning 14. San Tomas
Expressway
15. San Tomas
Expressway 16. Lafayette Street
17. San Tomas
Aquino
Creek Trail
Crossing
18. Martin
Avenue
19. De La Cruz
Boulevard
20. Quinn
Avenue
21. Scott
Boulevard
22. Bowers
Avenue
23. Lafayette
Street
Time Period Corridor Travel Time
(min:sec) Time Period Corridor Travel Time
(min:sec)
Westbound
Walsh Avenue
Westbound
Martin Avenue
AM Peak 05:31 AM Peak 01:04
PM Peak 06:00 PM Peak 01:01
Midday 05:10 Midday 00:52
Saturday 04:53 Saturday 00:52
Eastbound
Walsh Avenue
Eastbound
Martin Avenue
AM Peak 04:19 AM Peak 01:05
PM Peak 04:23 PM Peak 01:08
Midday 04:34 Midday 01:05
Saturday 04:20 Saturday 01:10
I
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2322 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Traffic Volume
Baseline Existing Volumes
The project team collected traffic data on Walsh
Avenue and Martin Avenue for a full seven-
day period from April 2, 2023, to April 8, 2023.
During this time period, average daily traffic
(ADT) volumes along Walsh Avenue and Martin
Avenue were approximately 6,000 vehicles
per day. Historical traffic data in this study
area showed that there are approximately
15,000 vehicles a day that traveled along
Walsh Avenue and approximately 9,000
vehicles a day traveled along Martin Avenue
during pre-COVID, with a higher volume split
between eastbound and westbound traffic.
The comparison shows that the current ADT
is approximately 50% lower on Walsh Avenue
and 20% lower on Martin Avenue compared
to pre-COVID volumes. The baseline existing
traffic volumes were increased to reflect
higher historical traffic on the study corridors
for a more conservative traffic operations
analysis. Corridor ADT volumes are shown in
Table 3. Methodologies and assumptions for
the traffic operation analysis are included in
Appendix A - Technical Memorandums .
# Location Time Period
Average Daily Traffic (ADT)
2023 Counts Pre-COVID¹
EB WB Total EB WB Total
1 Walsh Avenue
(Bowers Avenue -
San Tomas
Expressway)
7-Day 2,910 3,635 6,545 - - -
Weekday (T-Th) 3,906 4,791 8,697 10,200 5,256 15,456
Weekend (Sat &
Sun) 1,253 1,642 2,895 - - -
2 Walsh Avenue
(San Tomas
Expressway - Scott
Boulevard)
7-Day 2,249 2,309 4,558 - -
Weekday (T-Th) 3,005 2,977 5,982 7,944 6,408 14,352
Weekend (Sat &
Sun) 878 962 1,840 - - -
3 Walsh Avenue
(Scott Boulevard -
Lafayette Street)
7-Day 1,575 1,748 3,323 - - -
Weekday (T-Th) 1,991 2,291 4,282 6,576 2,940 9,516
Weekend (Sat &
Sun) 684 659 1,343 - - -
4 Martin Avenue
(Lafayette Street -
De La Cruz
Boulevard)
7-Day 3,391 2,824 6,215 - - -
Weekday (T-Th) 4,232 3,513 7,745 8,568 1,296 9,864
Weekend (Sat &
Sun) 1,597 1,371 2,968 - - -
Notes: ¹For segments, 1, 2 3, and 4 in Figure 2, the pre-COVID ADT was calculated based on the historical AM and PM peak hour turning movement counts (i.e.
ADT = 12* p.m. peak hour volume as a general rule of thumb).
Table 3: Walsh Avenue and Martin Avenue — Existing Average Daily Traffic Counts
Table 4: Corridor and Surrounding Networks Level of Service Level of Service – Existing Conditions
For this study, LOS D or better is considered
meeting intersection operation standard,
and LOS E or F is considered substandard
operation for City intersections. For Congestion
Management Program (CMP) intersections
and intersections along County expressways,
LOS E or better is considered meeting
intersection operation standard and LOS F
is considered substandard operation.
The existing four-lane configuration on Walsh
Avenue and Martin Avenue was analyzed using
baseline traffic volumes with a detailed traffic
analysis model for 23 intersections along and
around the corridors. This analysis indicated
that all signalized intersections “meets standard”
except for three intersections which are
Walsh Avenue/Bowers Avenue, Central
Expressway/De La Cruz Boulevard, and Monroe
Street/Scott Boulevard. Unsignalized intersections
which are Walsh Avenue/Northwestern Parkway
and Walsh Avenue/Martin Avenue currently
operates at substandard during weekday PM peak
hour. The baseline conditions LOS is shown in
Figure 4 to Figure 6 on the following pages. A full
breakdown of traffic operations analysis results
are included in Appendix A - Working Paper 3 .
Of the 23 intersections studied, two are currently
substandard in the AM peak period, and three
are substandard in the PM peak period on
weekdays, as shown in Table 4 Corridor and
Surrounding Networks Level of Service. It
should be noted, however, that this analysis
accounts for high levels of traffic, but not for
overbuilt roadways, where utilization is too
low for the current allocations and design.
Time Period Meets Standard Substandard
AM Peak 21 2
PM Peak 20 3
Midday 23 0
Saturday 23 0
2524 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Figure 4: Level of Service Analysis for Existing Conditions (Weekday AM and PM Peaks) LEGEND
Project Street
Baseline (Existing)
Meets Standard*
Substandard
AM PM
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2726 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Figure 5: Level of Service Analysis for Existing Conditions (Weekday Midday) LEGEND
Project Street
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2928 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Figure 6: Level of Service Analysis for Existing Conditions (Saturday) LEGEND
Project Street
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([LVWLQJ
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3130 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
1c ollisions Figure 8: Walsh Avenue and Martin Avenue - Collision SeveritySafety Between January 2017 and December 2022,
there were a total of 75 collisions (including
property damage) recorded within the study
area which includes 11 visible injuries
collisions (15%), 17 complaints
of pain collisions (23%) and 47 property
damage only collisions (62%). No reported
collisions involved a fatality or severe injury.
Figure 7 shows the collisions by mode and
Figure 8 shows the collisions severity.
Figure 7: Collision by Mode
23%
15%62%
Property Damage Only
Complaint of Pain
Visible Injury
r.J
Collision by Mode
• Pedestrian - MotorVehicleCollision
• Bicycle - Motor Vehicle Collision
Train - Motor Vehicle Collision
Motor Vehicle- MotorVehicle Collision
• Fixed objects - Motor Vehicle Collision
Study area
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3332 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Figure 11: Type of Collision (Walsh Avenue) 2017-2022
Walsh Avenue (from Bowers Avenue to
Lafayette Street)
Between 2017 and 2022, there were 52 reported
collisions on Walsh Avenue. These included one
bicycle-related collision at W
alsh Avenue and
San Tomas Expressway due to unsafe vehicle
maneuvers and one pedestrian-related collision
at Walsh Avenue and Airborne Gymnastics
Driveway due to right-of-way violation by
automobiles. None of these 52 collisions resulted
in fatalities or severe injuries. Figure 9 Illustrates collision patterns for the majority of collisions.
The collision rate on Walsh Avenue during this
period was approximately 1.12 collisions per
million vehicle miles traveled, which is lower than
the 2020 California average of 1.46 for similar
urban roadways.
The majority (33%) collisions occurred at the
intersection of San Tomas Expressway and
Walsh Avenue. The primary contributing factors
were traffic signal/ sign violations, automobile
right-of-way violations, speeding, and improper
turning as shown in Figure 10. Broadside
collisions made up 48% of all collisions, while
hit-object collisions comprised 21%. Figure
11 shows the type of collisions along Walsh
Avenue. Figure 12 shows the collision severity
by time of the day on the Walsh Avenue corridor.
Figure 9: Collision Trends on Walsh Avenue between Bowers Avenue and Lafayette Street (201 – 2022)
Figure 10: Primary Collision Factors (Walsh Avenue) 2017-2022 Over 70% of the injury collisions occurred 11:00 a.m. and 3:00 p.m Figure 12 illustrates the collision severity by time of day.
Figure 12: Collision Severity by Time of the Day (Walsh Avenue) 2017-2022 Type of
Collision
40% of C°'lisloo,
ilfe Broadsld•
C<>lll,1011
30% 29%
25% 23%
20%
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15% 14% 14%
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Ii
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11 .I
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■ Complaint of Pain ■ Other Visible Injury ■ Property Damage Only 3534 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Martin Avenue (from Lafayette
Street to De La Cruz Boulevard)
From 2017 to 2022, Martin Avenue had 23
collisions, with two resulting in visible injuries,
five resulting in complaints of pain, and 16 as
Property Damage Only (PDO). Fortunately,
no severe injuries or fatalities were recored
during this period. The collision rate on Martin
Avenue was 3.29 collisions per million vehicle
miles traveled, higher than the 2020 California
average for similar urban roadways. Note that
this rate may be slightly inflated due to high
traf
fic and a short analysis segment. If the entire
Martin Avenue length is considered, the rate
may be lower.
Figure 13 illustrates observed collision
patterns for the majority of collisions. Broadside
collisions accounted for 48% of all collisions.
Figure 14 illustrates the types of collisions
along the Martin Avenue study corridor.
Key contributing factors identified for these
collisions included: improper turning traffic
signs, sign violations and violation of
automobile right-of-way. Figure 15 illustrates
the primary collision factors contributing to the
collisions along the Martin Avenue study
corridor.
Over 50% of the injury collisions occurred
between 1:00 p.m. and 4:00 p.m. Figure 16
illustrates the collision severity by time of day.
Figure 13: Collision Trends on Martin Avenue between Lafayette Street and De La Cruz Boulevard (2017 – 2022)
Figure 14: Types of Collision (Martin Avenue) 2017-2022 Key contributing factors identified for these
collisions included: improper turning (4
out of 16 collisions) traffic signs and sign
violations (3 out of 16 collisions) and violation
of automobile right-of-way (3 out of 16
collisions). Figure 15 illustrates the primary
collision factors contributing to the collisions
along the Martin Avenue study corridor.
Figure 15: Primary Collision Factors (Martin Avenue) 2017-2022 Figure 16: Collision Severity by Time of the Day (Martin Avenue) 2017-2022
Over 50% of the injury collisions occurred
between 1:00 p.m. and 4:00 p.m. Figure 16
illustrates the collision severity by time of day.
Type of
Collision ii Typ, of v;0 ,.,; 0 ,.
=~ Iii•
7011,
60%
50%
40%
71'!4
48%
I
l3r01,cl9ida,
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ii ii
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i Ii .. " ." '"'' "'"'"" ' . I " I and Signs sa e Speed Driving Under F II . Influence o owing Too ■ Injury Cc,lisi Closely ans ■ Total Collisions
4%
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3736 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Parking Utilization
The project team evaluated the current parking
utilization and occupancy along Walsh Avenue
(between Bowers Avenue and Lafayette Street)
and Martin Avenue (between Lafayette Street
and De La Cruz Boulevard). The parking study
also accounted for on-street parking spaces
within 500 feet of the surrounding streets
(Bowers Avenue, San Tomas Expressway, Scott
Boulevard, Lafayette Street, and De La Cruz
Boulevard).
The project team conducted parking inventory
and occupancy analysis along both sides of
Walsh Avenue and Martin Avenue, and all side
streets along the two corridors (500 feet up
from each street intersection) on weekdays
and weekends. Parking occupancy counts
were collected in half-hour intervals between
9:00 a.m. to 5:00 p.m. and 11:00 p.m. to 1:00
a.m., on three weekdays: Tuesday, April 11th,
Thursday, April 6th, Friday, April 7th, and on
Saturday, April 8th, 2023.
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
Within the study area, Walsh Avenue corridor
accommodates 150 on-street parking spaces
and Martin Avenue corridor accommodates 124
parking spaces. There are 58 parking spaces
on side streets. Utilization rates are calculated
by the number of parking spaces used out of
the full available inventory of legal spaces.
The study corridors reach a maximum parking
occupancy of approximately 37% during the
weekdays, with 111 occupied spaces and 221
parking spaces unoccupied, and approximately
29% during the weekends, with 97 occupied
parking spaces and 235 parking spaces
unoccupied. The highest area of localized
parking demand exists between Scott Boulevard
and Lafayette Street.
Table 5 shows the parking availability along
the Walsh and Martin Avenue Corridors.
Table 6 shows on average, 68% of the parking
spaces along Walsh Avenue and 74% of the
parking spaces along Martin Avenue are
available throughout the day.
On the following page, Figure 17 shows
the peak occupancy along the corridors.
(For the full report, please see Appendix
A – Technical Memorandums ).
Location
Available
Parking
Spaces
Average Cars
Observed
Parking
Utilization Rate
Parking
Availability
Overall Study Area 332 97 29% 71%
Walsh Avenue – Overall 150 56 37% 63%
Martin Avenue – Overall 124 30 24% 76%
Walsh Avenue – North Side 83 39 47% 53%
Walsh Avenue – South Side 67 17 25% 75%
Martin Avenue – North Side 67 11 16% 84%
Martin Avenue – South Side 57 19 33% 67%
Side Streets 58 11 19% 81%
Parking Count Period Walsh Avenue
Utilization
Walsh Avenue
Availability
Martin Avenue
Utilization
Martin Avenue
Availability
Side Street
Utilization
Side Street
Availability
Weekday Morning, 9:00 - 11:00 a.m. 46% 54% 31% 69% 26% 74% Weekday Midday, 12:00 - 2:00 p.m. 45% 55% 30% 70% 27% 73% Weekday Overnight, 11:00 p.m. - 1:00 a.m. 16% 84% 19% 81% 17% 83% Weekend Morning, 7:00 - 9:00 a.m. 36% 64% 26% 74% 23% 77% Weekend Midday, 11:00 a.m. - 2:00 p.m. 35% 65% 27% 73% 24% 76% Weekend Overnight, 11:00 p.m. - 1:00 a.m. 17% 83% 22% 78% 19% 81% Table 5: Parking Availability Summary by Location
Table 6: Parking Average Availability by Day and Time
3938 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Figure 17: Corridor Peak Parking Occupancy (Weekday - 1:00pm) w ::J
z w
~
PEAK OCCUPANCY
- 95% - 100%
- 85% - 95%
7(!¾, - 85%
- 5(!¾, - 7(1'/o
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4140 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Speed Data
Walsh Avenue
The project team collected vehicle speed data
at four locations along Walsh Avenue across
an entire seven-day period during peak and
non-peak periods to gauge speeding issues
on Walsh Avenue and Martin Avenue. Walsh
Avenue and Martin Avenue have a posted speed
limit of 35 mph.
Table 7: Speed Survey Results - Walsh Avenue
Figure 18: Speed Study - Walsh Avenue
# Location Direction
Speed
(85th
Percentile)
% of Vehicles
(>35 mph Speed
Limit)
1 Walsh Avenue between Bowers Avenue &
Northwestern Parkway
EB 40 mph 40%
WB 42 mph 68%
2 Walsh Avenue between Northwestern Parkway &
San Tomas Expressway
EB 42 mph 62%
WB 40 mph 38%
3 Walsh Avenue between San Tomas Expressway
& Scott Boulevard
EB 41 mph 56%
WB 44 mph 68%
4 Walsh Avenue between Scott Boulevard &
Lafayette Street
EB 40 mph 40%
WB 39 mph 44%
Corridor Average 41 mph 52%
Notes: EB – Eastbound; WB - Westbound
Walsh Avenue westbound between San Tomas
Expressway and Scott Boulevard experienced
68% of vehicles traveling faster than 35 mph
during the study period. The speed survey
showed that 85th percentile speed varied
between 39 mph to 44 mph and, on average,
52% of the traffic traveled at higher than the
posted speed limit on Walsh Avenue. The
speed study showed that the 85th percentile is
generally higher than the posted speed limit of
35 mph but within approximately 4 to 9 mph, as
shown in Table 7 and illustrated in Figure 18 .
Based on this survey, there is an opportunity to
reduce vehicle speeds through the application of
roadway designs and additional enforcement.
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San Tomas Expy WB
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62% > 35 MPH
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85th % • 39 MPH
44% > 35 MPH
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STMOUSlCT
San Jose
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4342 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
02. Existing Conditions 02. Existing Conditions
Martin Avenue
Speed data was collected at one location along
Martin Avenue across an entire seven-day
period during peak and non-peak periods to
gauge
speeding issues on Martin Avenue. Martin
Avenue has a posted speed limit of 35 mph.
Table 8: Speed Survey Results - Martin Avenue
Figure 19: Speed Study - Martin Avenue
# Location Direction
Speed
(85th
Percentile)
% of Vehicles
(>35 mph Speed
Limit)
1 Martin Avenue between Lafayette Street & De La
Cruz Boulevard
EB 41 mph 52%
WB 44 mph 66%
Corridor Average 43 mph
Notes: EB – Eastbound; WB - Westbound
On Martin Avenue, the 85 th percentile
speed varied between 41 mph to 44 mph.
Approximately 59% of the traffic traveled at
higher than the 35 mph posted speed limit. The
speed study showed that the 85
th percentile is
generally higher than the posted speed limit of
35 mph but within approximately 6 to 9 mph, as
shown in Table 8 and Figure 19. Based on this
survey, the project presents an opportunity to
reduce vehicle speeds through the application of
roadway designs and additional enforcement.
w
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Lafayette St to
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REEOST
03. Corridor
Alternative
Concepts &
Analysis
4645 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis The project team developed four roadway
design concepts for each of the Walsh Avenue
and Martin Avenue corridors to meet the project
goals. This section provides descriptions of
each design concept, as well as the current
configuration (“No Build” scenario), along with
a corridor transportation analysis. Towards the
end of this chapter, you will find a summary
comparing these design concepts. The study
corridors are divided into five sections due
to variations in existing cross-sections:
Section 1, Section 2, Section 3, Section 4,
and Section 5 as shown in Figure 20.
• Section 1: Walsh Avenue from
Bowers Avenue to Transition
• Section 2: Walsh Avenue from Transition
to San Tomas Aquino Creek Trail Bridge
• Section 3: Walsh Avenue -
San Tomas Aquino Creek Trail Bridge
• Section 4: Walsh Avenue from
Martin Avenue to Lafayette Street
• Section 5: Martin Avenue from
Lafayette Street to De La Cruz Boulevard
This study proposes four roadway concepts
for Walsh Avenue 64-foot typical sections:
• No Build
•
Concept A: Four Travel Lanes with No
Parking
• Concept B: Four Travel Lanes,
Remove Parking on One Side from
Martin Avenue to Lafayette Street
• Concept C: Two Travel Lanes with
Center Turn Lane, Parking on Both Sides
from Martin Avenue to Lafayette Street
Four roadway concepts for Martin Avenue:
• No Build
• Concept D: Four Travel
Lanes with No Parking
• Concept E: Four
Travel Lanes,
Remove Parking on One Side
• Concept F: Two Travel Lanes
with Center Turn Lane, Parking
on Both Sides
These roadway cross-sections, and following
concepts, show prototypical locations on Walsh
Avenue and on Martin A
venue to demonstrate
different roadway and intersection design
features. The concepts are not specific to a
particular location or intersection on Walsh
Avenue or Martin Avenue. The existing conditions
are summarized below and represented a
“No Build” scenario.
Near Bowers Avenue and at the San Tomas
Expressway, the transition areas are wider
than 64-foot typical roadway width allowing
opportunities to fit wider bikeways. For the
purpose of this study, the conceptual design
focuses on the 64-foot typical roadway. The key
map below shows the location of each of these
sections on the study corridors.
Technical analysis serves as a crucial tool
for the proactive evaluation of the anticipated
impacts arising from modifications to roadway
design. The following section also presents
a comprehensive quantification of the potential
design-induced effects, for both current
and future scenarios, to facilitate informed
decision-making. This section provides a
summary of the main analytical methods and
key findings from each analysis, with detailed
information available in the Appendices.
03. Corridor Alternative Concepts & Analysis
Figure 20: Study Corridor - Section Map
f [ TRANSITION
- 64'-80 1
Central ExQY
' _.,o
SITION
- 80'
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3 ~
a. C X
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\
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Martin Ave
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0 4847 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Walsh Avenue - Existing Conditions/No Build
Section 1 - Walsh Avenue (Bowers Avenue to Transition)
Four Travel Lanes with No Parking on Both Sides
On Walsh Avenue between Bowers A
venue and the
transition section, the curb-to-curb width is 80 feet, with four travel lanes, a center turn lane, Class II bicycle lane on both sides and no parking as shown in Figure 21.
• 11 feet to 14 feet travel lanes
• 11 ft. center turn lane
• 3 ft. median
• 7 ft. Class II bicycle lane on both sides
Key Plan
Figure 21: Existing Conditions/No Build
Section 1 - Walsh Avenue (Bowers Avenue to Transition)
I·
7'
+
14'
+
13' I 3• I 11 · I 11 · I 14'
·I·
7'
·I BIKE TRAVEL LANE TRAVEL LANE M M CENTER TURN M TRAVEL LANE M TRAVEL LANE BIKE
LANE LANE LANE
I· ·I 80' Curb-to-Curb
5049 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Section 2 - Walsh Avenue
(Transition to San Tomas Aquino Creek Trail Bridge)
Four Travel Lanes with Center Turn Lane,
No Parking on Both Sides
On Walsh Avenue between the transition section
and the bridge section, the curb-to-curb width
is 64 feet. It has four travel lanes, a 10-foot
center turn lane, Class II bicycle lane on both
sides and no parking as shown in Figure 22.
• 10 ft. to 11 ft. travel lanes
• 10 ft. center turn lane
• 6 ft. Class II bicycle lane on both sides
Figure 22: Existing Conditions/No Build
Section 2 - Walsh Avenue (Transition to San Tomas Aquino Creek Trail Bridge) Key Plan
I· LANE LANE
64' Curb-to-Curb
6'
BIKE
LANE
·I
· I
5251 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Section 3 - Walsh Avenue
(San Tomas Aquino Creek Trail Bridge Section)
Four Travel Lanes (2 Sharrow Lanes) with
Center Turn Lane, No Parking on Both Sides
On the San Tomas Aquino Creek
Trail bridge section
along Walsh Avenue, the curb-to-curb width is 64 feet
It has four travel lanes, a 12-foot center turn lane and no parking is allowed. The outermost travel lane in
each direction is designated as a sharrow (a shared
lane for bicycles and automobiles) as shown
in Figure 23.
• 12 ft. to 13 ft. travel lanes
• 12 ft. center turn lane
• 2 ft. median
Figure 23: Existing Conditions/No Build
Section 3 - Walsh Avenue (San Tomas Aquino Creek Trail Bridge Section) Key Plan
I·
13'
+
12' I 12· I 2' I 12·
+
13'
· I SHARROW TRAVEL LANE ' • CENTER TURN • • • • TRAVEL LANE SHARROW I·
LANE
· I 64' Curb-to-Curb
5453 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Section 4 - Walsh Avenue
(Martin Avenue to Lafayette Street)
Four Travel Lanes with Parking on Both Sides
On Walsh Avenue between Martin A
venue and
Lafayette Street, the curb-to-curb width is 64 feet
with four travel lanes and an 8-foot wide on-street
parking lane on both sides as shown in Figure 24.
• 12 ft. travel lanes
• 8 ft. parking lane on both sides
Figure 24: Existing Conditions/No Build
Section 4 - Walsh Avenue (Martin Avenue to Lafayette Street) Key Plan
I· PAR:ING ·I·
12'
-1-
12'
· I·
12'
·I·
12'
·I· PAR:ING ·I TRAVEL LANE TRAVEL LANE TRAVEL LANE TRAVEL LANE I· 64' Curb-to-Curb ·I
5655 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Corridor Design Concepts for Walsh Avenue — 80-foot Width Proposed Concept for Section 1: Four travel lanes, Center Turn Lane, Class IV Separated Bikeway, and No Parking
This proposed concept maintains the four travel
lanes and adds Class IV bikeway by reducing
travel lane widths. The existing lane widths of 13-
14 feet are narrowed to a uniform 11-foot travel
lane width.
Figure 25: Proposed Concept for Section 1: Four travel lanes, Center Turn Lane, Class IV Separated Bikeway, and No Parking
At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after the
preferred design alternative is determined.
This adjustment is proposed to accommodate
the installation of a Class IV separated bikeway,
which will be 7 feet wide bike lane with 5 feet
buffer on one side and a 3 feet wide buffer on the
other side.
This proposed section maintains the 11-
foot -wide center turn lane and the 3-foot-
wide median as shown in Figure 25.
• Maintains four travel lanes
• Maintains a center turn lane
• Maintains the location of existing median
• Adds Class IV separated bikeway
on both sides
Key Plan
I 7'
• BIKE
I· LANE
+ 5'
80' Curb-to-Curb
LANE LANE
· I
5857 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Corridor Design Concepts for Walsh Avenue — 64-foot Width The project team developed the following three
corridor design concepts for 64-foot typical
roadway widths in Sections 2, 3, and 4 on
Walsh Avenue:
• Concept A: Four Travel Lanes with No
Parking
• Concept B: Four Travel Lanes – Remove
Parking on One Side from Martin Avenue
to Lafayette Street
• Concept C: Two Travel Lanes with Center
Turn Lane – Parking on Both Sides from
Martin Avenue to Lafayette Street
Key Plan
tJ
6059 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept A:
Four Travel Lanes with No Parking
Concept A maintains the four travel lanes and
adds Class IV separated bikeway by reducing
lane widths and removing parking on both
sides. The existing lane widths of 10-11 feet
are transitioned to a uniform 11-foot travel
lane width. The center turn lane is repurposed
to accommodate the installation of a 7-foot
wide Class IV separated bikeway with a 3-foot
buffer separating it from the travel lanes.
This concept is illustrated in Figure 26.
Figure 26: Concept A: Four Travel Lanes with No Parking At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.
Intersection Improvement Considerations:
1. Green-backed bike symbol at
intersection approach for visibility.
2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.
3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.
4. Leading pedestrian phase
and bike phase or indication.
5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.
6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.
Segment Improvement Considerations:
1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.
2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.
3. Add “No Parking” and Speed Limit
Signs.
I·
7'
BIKE
I·
LANE
_______________ ._..., ________________ ~
-1-3'·1· -1- 3'·1·
11 '
· I·
11 '
·I·
11 '
·I·
11 '
TRAVEL LANE TRAVEL LANE TRAVEL LANE TRAVEL LANE
64' Curb-to-Curb
7' I BIKE •
LANE ·I
6261 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept B maintains four travel lanes and
adds Class IV separated bikeways by reducing
travel lane widths and removing parking on
one side from Martin Avenue to Lafayette
Street. The elimination of the parking lane on
one side accommodates the installation of a
Class IV separated bikeway, which will be a
5-foot wide bike lane with a 2-foot wide buffer
on one side and a 3-foot wide buffer on the
other side separating it from the travel lanes.
This concept is illustrated in Figure 27.
If Concept B is chosen, it is recommended to
remove parking on the south side of Walsh
Avenue between Martin Avenue and Lafayette
Street, as that would have less impact on
parking supply along Walsh Avenue.
Figure 27: Concept B: Four Travel Lanes - Remove Parking on One Side from Martin Avenue to Lafayette Street
Concept B: Four Travel Lanes - Remove Parking on One Side from Martin Avenue to Lafayette Street
Intersection Improvement Considerations:
1. Green-backed bike symbol at
intersection approach for visibility.
2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.
3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 ft. at the driveways along
the segment to improved sight distance.
4. Leading pedestrian phase
and bike phase or indication.
5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.
6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.
Segment Improvement Considerations:
1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.
2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.
3. Add “No Parking” and Speed Limit
Signs.
For the roadway sections along Walsh Avenue
that currently do not allow parking on both
sides, i.e. west of Martin Avenue, Concept
B will look like Concept
A in Figure 26 .
At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.I 5' I 2' I 1 O' I 1 O' I 1 O' I 11 ' • BIKE
1 • • • TRAVEL LANE
1 • TRAVEL LANE
1 • TRAVEL LANE
1 1
TRAVEL LANE
I· LANE
64' Curb-to-Curb
LANE ·I
6463 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept C removes one travel lane in each
direction, adds a center turn lane, maintains
the existing parking on both sides from Martin
Avenue to Lafayette Street, and adds a
Class IV separated bikeway on both sides.
The Class IV separated bikeway is 5 feet
wide and includes an additional 3-foot buffer
separating bicyclists from the travel lanes.
This concept is illustrated in Figure 28.
For sections that currently do not have parking,
the Class IV separated bikeway will be widened
to a 9-foot bike lane with a 5-foot wide buffer
and 12 feet wide travel lanes. Figure 29 on the
following page illustrates the cross section.
Figure 28: Concept C: Two Travel Lanes with Center Turn Lane, Parking on Both Sides from Martin Avenue to Lafayette Street At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.
Concept C: Two Travel Lanes with Center Turn Lane,
Parking on Both Sides from Martin Avenue to Lafayette Street Intersection Improvement Considerations:
1. Green-backed bike symbol at
intersection approach for visibility.
2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.
3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.
4. Leading pedestrian phase
and bike phase or indication.
5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.
6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.
Segment Improvement Considerations:
1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.
2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.
3. Add “No Parking” and Speed Limit
Signs.
I· B:E • I· 31 • 1-•- P-A_RB_~_IN_G_ ,--il--· _T_R_A_V-:~-·-LA_N_E_ ,~1---· C_E_N_T-:-~-·T_U_R_N_, 1_,_ T_R_A_V-:~-·-LA_N_E_ ,~1---· -P-A-.R-: -·IN_G_, l-•-3-· "'i-• I-· -8-: -·E-· I I· LANE LANE LANE ·I
64' Cur
6665 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Figure 29: Concept C with No Parking: Two Travel Lanes, Center Turn Lane, No Parking on Both Sides
9'
BIKE
LANE
5' 12'
TRAVEL LANE
12'
CENTER TURN
LANE
64' Curb-to-Curb
12' 5'
TRAVEL LANE
9'
BIKE
LANE
6867 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Martin Avenue - Existing Conditions/No Build
Section 5 - Martin Avenue (Lafayette Street to De La Cruz Boulevard) Four Lanes with Parking on Both Sides
On Martin Avenue between Lafayette Street and
De La Cruz Boulevard, the curb-to-curb width is 64
feet, with four travel lanes and 8-foot wide on-street
parking facility on both sides as shown in Figure 30.
• 12 ft. travel lanes
• 8 ft. on-street parking lanes on both sides
Figure 30: Existing Conditions/No Build
Section 5 - Martin Avenue (Lafayette Street to De La Cruz Boulevard) Key Plan
I· PAR:ING ·I·
12'
-1-
12'
· I·
12'
·I·
12'
· I· PAR:ING • I TRAVEL LANE TRAVEL LANE TRAVEL LANE TRAVEL LANE I· 64' Curb-to-Curb ·I
7069 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept D: Four Travel Lanes, No Parking
Corridor Design Concepts for Martin Avenue — 64-foot Width Concept D maintains the four travel lanes and
adds Class IV separated bikeways by reducing
lane widths and removing parking on both
sides.The existing lane widths of 10-11 feet
are transitioned to a uniform 11-foot travel
lane width to accommodate the installation of
a 7-foot wide Class IV separated bikeway with
a 3-foot buffer separating it from the travel
lanes. This concept is illustrated in Figure 31.
At full implementation, this concept may require
Figure 31: Concept D: Four Travel Lanes, No Parking
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.
Intersection Improvement Considerations:
1. Green-backed bike symbol at
intersection approach for visibility.
2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.
3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.
4. Leading pedestrian phase
and bike phase or indication.
5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.
6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.
Segment Improvement Considerations:
1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.
2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.
3. Add “No Parking” and Speed Limit
Signs.
I·
7'
+ 3'·1·
11 '
+
11 '
+
11 '
+
11 ' 7'
· I BIKE TRAVEL LANE TRAVEL LANE TRAVEL LANE TRAVEL LANE BIKE I·
LANE LANE
·I 64' Curb-to-Curb
7271 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept E: Four Travel Lanes, Remove Parking on One Side Concept E maintains four travel lanes and
adds Class IV separated bikeways by reducing
travel lane widths and removing parking on
one side. The elimination of the parking lane
on one side accommodates the installation of
a Class IV separated bikeway, which will be a
5-foot wide bike lane with a 2-foot wide buffer
on one side and a 3-foot wide buffer on the
other side separating it from the travel lanes.
This concept is illustrated in Figure 32.
If Concept E is chosen, it is recommended to
remove parking on the south side of Martin
Avenue between Lafayette Street and De La
Cruz Boulevard, as that would have less impact
on the parking supply on Martin Avenue.
Figure 32: Concept E: Four Travel Lanes, Remove Parking on One Side At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.
Intersection Improvement Considerations:
1. Green-backed bike symbol at
intersection approach for visibility.
2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.
3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.
4. Leading pedestrian phase
and bike phase or indication.
5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.
6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.
Segment Improvement Considerations:
1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.
2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.
3. Add “No Parking” and Speed Limit
Signs.
I 5' I 2' I 1 O' I 1 O' I 1 O' I 11 '
• BIKE • • • • TRAVEL LANE • • TRAVEL LANE • • TRAVEL LANE • • TRAVEL LANE I· LANE
64' Curb-to-Curb
LANE ·I
7473 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept F: Two Travel lanes with Center Turn Lane,
Parking on Both Sides
Concept F removes one travel lane in each
direction, adds a center turn lane, maintains
the existing parking on both sides, and adds
a Class IV separated bikeway on both
sides. The Class IV separated bikeway
is 5 feet wide with a 3-foot wide buffer
separating cyclists from the travel lanes.
This concept is illustrated in Figure 33.
Figure 33: Concept F: Two Travel lanes, Center Turn Lane, and Parking on Both Sides
At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.
Intersection Improvement Considerations:
1. Green-backed bike symbol at
intersection approach for visibility.
2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.
3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.
4. Leading pedestrian phase
and bike phase or indication.
5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.
6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.
Segment Improvement Considerations:
1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.
2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.
3. Add “No Parking” and Speed Limit
Signs.
~ ~ 1--a· ___ 1_1· ---- ~--11_· -i---a· -t--3' t--s·-[
~ PARKING TRAVEL LANE CENTER TURN TRAVEL LANE PARKING ' • • • BIKE • I· LANE LANE LANE • I
64' Cur
7675 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Traffic Analysis
Safety
Collision Reduction Estimate
The Crash Modification Factor (CMF)
is a multiplicative factor used to compute the
expected number of crashes after implementing
a given countermeasure at a specific site.
Introducing a Class IV separated bikeway
is projected to reduce bicycle-related collisions
by 45%. Moreover, the project team applied the
CMF of the safety countermeasure of “Road
Diet” (reducing travel lanes from four to three
and adding a two-way center left-turn and bike
lanes) for collisions in Concept C and F.
Concept Road Diet Bike Lane Type Estimated Vehicle
Collision Total
Vehicle
Collisions
Reduced
Bike Collisions Total Estimated Bike Collisions
Reduced Total Collisions Estimated Total
Reduced Collisions
Existing Conditions/ No Build
(64’) -- 51 -1 - 52 -
Concept A (64') No Separated Bike Lane 51 01 0 . 5 52 0.5 Concept B (64') No Separated Bike Lane 51 01 0 . 5 520
Concept C (64') Yes Parking Protected
Separated Bike Lane 51 33 10 . 5 52 34
Concept C (64') with no
parking Yes Separated Bike Lane 512 6 1 0 . 5 52 27
Table 9: Estimated Collision Reduction on Walsh Avenue (201 -2022) Table 10: Estimated Collision Reduction on Martin Avenue (201 -2022) Concept Road Diet Bike Lane Type Estimated Vehicle
Collision Total
Vehicle
Collisions
Reduced
Bike Collisions Total Estimated Bike Collisions
Reduced Total Collisions Estimated Total
Reduced Collisions
Existing Conditions/ No Build
(64’) -- 23 00 0 23 0
Concept D (64') No Separated Bike Lane 23 00 0 23 0
Concept E (64') No Separated Bike Lane 23 00 0 23 0
Concept F (64') Yes Parking Protected
Separated Bike Lane 23 14 00 23 14
The Road Diet measure is anticipated to
reduce vehicular collisions by 35%. These
estimates are based on the Crash Modification
Factor from the California Local Roadway
Safety Manual and Federal Highway
Administration (FHWA) guidelines.
Table 9 illustrates the overall estimated
collision reduction along the Walsh
Avenue corridor. Concept C with Road
Diet is anticipated to result in a reduction
of 28 vehicular collisions respectively.
Table 10 illustrates the overall collision
reduction along the Martin Avenue corridor.
Concept F is anticipated to result in a total
reduction of 1 4 vehicular collisions. No bike
collisions were reported on this corridor
between 2018 and 2022, and hence there will
be no change anticipated in bike collisions.
7877 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Parking was studied along Martin Avenue
(between Lafayette Street and De La Cruz
Boulevard) and 500 feet of the surrounding side
streets. There are a total of 124 spaces between
Lafayette Street and De La Cruz Boulevard.
Analysis showed that there is adequate parking
available along the corridor. If parking were
consolidated on one side of the street under the
Four Travel Lanes with No Parking on One Side
concept, on-street parking would be available
to meet the demand. Parking availability
would be 47%– 55% on Martin Avenue, should
parking be removed on the north or the south
side respectively as shown in Table 12.
Additionally, the existing land use along
the study corridor is primarily industrial
and office/research and development. The
City of Santa Clara requires proposed
developments to meet or exceed parking
regulations defined in its Zoning Code. Since
the existing developments were required to
comply with the City of Santa Clara’s parking
regulations at the time of their approval, the
number of off-street parking spaces should
be sufficient for the existing land uses. Thus,
the removal of existing on-street parking
spaces should not cause adverse impacts.
Table 12: Estimated Parking Availability on Martin Avenue with Parking Removal Scenarios Location Available Parking Spaces Observed Parked
Vehicles
Current Parking Utilization
(No Build, Concept F)
Utilization – Martin Ave
North Side Parking Removed
Utilization – Martin Ave
South Side Parking Removed
Martin Avenue – North Side 67 11 16% N/A 45%
Martin Avenue – South Side 57 19 33% 53% N/A
Side Streets
(East Side Removed) 15 2 13% No parking removed No parking removed Side Streets
(West Side Removed) 43 4 9% No parking removed No parking removed Table 11: Estimated Parking Availability on Walsh Avenue with Parking Removal Scenarios Parking
In addition to measuring current parking
demand, the project team evaluated future
demand for parking. The project team collected
existing on-street parking inventory and
occupancy along Walsh Avenue (between
Bowers Avenue and Lafayette Street) and along
Martin Avenue (between Lafayette Street and
De La Cruz Boulevard) and 500 feet of the
surrounding side streets. There are a total of
150 spaces on Walsh Avenue,124 spaces on
Martin Avenue and 58 spaces on side streets.
Analysis showed that there is adequate parking
available along the corridor. If parking were
consolidated on one side of the street under the
Four Travel Lanes with No Parking on One Side
concept, on-street parking would be available to
meet the demand. Parking availability would be
16% – 33% on Walsh Avenue,
should parking
be removed on the north or the south side
respectively as shown in Table 11. Figure 34
and Figure 35 respectively show the average
parking occupancy anticipated if parking on
the north or south side are removed.
Scenarios
Location Available Parking Spaces Observed Parked
Vehicles
Current Parking Availability
(No Build, Concept C)
Walsh Ave North Side
Parking Removed
Walsh Ave South Side
Parking Removed
Walsh Ave – North Side 83 39 53% N/A 33%
Walsh Ave – South Side 67 17 75% 26% N/A
Side Streets
(East Side Removed) No parking available
Side Streets
(West Side Removed) No parking available
8079 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Figure 34: Average Parking Occupancy Anticipated -
Walsh Avenue and Martin Avenue North Side Parking Removed - w
• E . ' g > 0 -
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Parking Occupancy
-
95%- l00%
-
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o
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8281 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Figure 35: Average Parking Occupancy Anticipated -
Walsh Avenue and Martin Avenue South Side Parking Removed w
=> z w
~
Parking Occupancy
95%- l00%
--
85% - 95%
7CP/o- 85%
- 5CP/o - 7CP/o
0 - 50%
No Parking
Pnvate . Off-street Parking
m X
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MARTIN AVE
8483 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Traffic Operations
Traffic Diversion
The project team used the City of Santa
Clara Travel Demand Model to derive growth
rates and volume deviations for the Road
Diet conditions. In the Road Diet scenarios:
Concept C and Concept F, Walsh Avenue and
Martin Avenue was reduced to one lane in each
direction. The assignment step of the travel
demand model was re-run with the Road Diet
and intersection turning movement volumes
and segment volumes were extracted. The
difference between the No Build and Road Diet
volumes was calculated and the percentage
change in the volumes were applied back onto
the baseline volumes. The updated intersection
turning movement volumes, after applying the
changes from the model due to the Road Diet,
was then balanced to get to the final volumes.
The model shows that with the proposed Road
Diet, there would be a significant reduction
in volume through the study corridors. A
comparison of these volumes shows that in
general there is a higher percentage reduction
in the peak directions, westbound during
the weekday AM peak hour and eastbound
during the weekday PM peak hour.
On Walsh Avenue, there would be an average of
34% reduction in traffic during the weekday AM
peak hour for the westbound direction and 38%
reduction in traffic during the weekday PM peak
hour for the eastbound direction for the entire
segment. Traffic would likely divert to Scott
Boulevard, Central Expressway, Monroe Street,
and Bowers Avenue to reach their destinations.
On Martin Avenue, there would be an average of
14% reduction in traffic during the weekday AM
peak hour for the westbound direction and 18%
reduction in traffic during the weekday PM peak
hour for the eastbound direction. Traffic would
likely divert to Scott Boulevard, Monroe Street,
De La Cruz Boulevard, and Central Expressway.
8685 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Travel Time – Walsh Avenue
The project team analyzed the impact on vehicle
travel times along Walsh A
venue corridor
under baseline conditions using simulation
modeling.
Travel time is the time it would
take to travel the Walsh Avenue from Bowers
Avenue to Lafayette Street. Travel time was
studied for 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
12:00 p.m. and 2:00 p.m.). As shown in the
Table 13, Concept C (Road Diet) will result in an
increase of travel time in all the peak periods.
Travel Time – Martin Avenue
The project analyzed the impact on vehicle
travel times along Martin A venue corridor
under baseline conditions using simulation
modeling.
Travel time is the time it would take
to travel the Martin Avenue from Lafayette
Street to De La Cruz Boulevard. Travel time
was studied for 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
12:00 p.m. and 2:00 p.m.). As shown in the
Table 14, Concept F (Road Diet) result in an
increase of travel time in all the peak periods.
For Walsh Avenue, during the busiest time of
day going westbound (AM peak period from
7:00 and 9:00 a.m.), it takes 5 minutes and 51
seconds to travel the study corridor. That would
increase by 35% to 7 minutes and 53 seconds
under Concept C. During the busiest time of
day going eastbound (PM peak period from
4:00 and 6:00 p.m.), it takes 7 minutes and 49
seconds to travel through the study corridor.
That would increase by 26% to 9 minutes and
49 seconds under Concept C.
The full results of
the travel time analysis are shown in Table 13.
For Martin Avenue, during the busiest time of
day going westbound (AM peak period from
7:00 and 9:00 a.m.), it takes 2 minutes and 35
seconds to travel the study corridor. That would
increase slightly by 9% to 2 minutes and 49
seconds under Concept F. During the busiest
time of day going eastbound (PM peak period
from 4:00 and 6:00 p.m.), it takes 2 minutes
and 20 seconds to travel the entire corridor.
That would increase 6% to 2 minutes and 29
seconds under Concept F.
The full results of
the travel time analysis are shown in Table 14.
Time Period
No Build and
Concepts A & B
(min:sec)
Road Diet
Concept C
(min:sec)
Travel Time Increase
((min:sec) and %)
Walsh Avenue - Westbound
AM Peak 05:51 07:53 02:02 35%
PM Peak 05:23 06:19 00:56 17%
Midday 05:21 05:29 00:08 3%
Saturday 04:58 05:10 00:12 4%
Walsh Avenue - Eastbound
AM Peak 05:01 05:30 00:29 10%
PM Peak 07:49 09:49 02:00 26%
Midday 05:05 05:17 00:12 4%
Saturday 04:44 04:44 00:00 0%
* Travel times represent modeled times and are above the average time recorded with field data during peak travel periods.
Time Period
No Build and
Concepts D & E
(min:sec)
Road Diet
Concept F
(min:sec)
Travel Time Increase
((min:sec) and %)
Martin Avenue - Westbound
AM Peak 02:35 02:49 00:14 9%
PM Peak 02:33 02:43 00:10 6%
Midday 01:33 02:25 00:52 56%
Saturday 01:37 02:33 00:56 57%
Martin Avenue - Eastbound
AM Peak 02:11 02:21 00:10 7%
PM Peak 02:20 02:29 00:09 6%
Midday 01:44 02:21 00:37 35%
Saturday 01:20 2 02:11 00:51 63%
* Travel times represent modeled times and are above the average time recorded with field data during peak travel periods.
Table 13: Walsh Avenue - Modeled Travel Time Changes (in minutes) Table 14: Martin Avenue - Modeled Travel Time Changes (in minu tes) 8887 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Level of Service
No Build
Under the No Build Option, No improvements
are proposed on Walsh Avenue and
Martin Avenue corridors. All 23 study
intersections would continue to operate
the same LOS as in existing conditions.
Walsh Avenue: Concept A &
Concept B (Four Travel Lanes)
Both Concept A and Concept B maintain the
existing number of travel lanes on Walsh
Avenue and thus operate with the same level
of capacity and LOS. Both concepts were
evaluated using baseline traffic volumes. The
intersection LOS is expected to be similar to “No
Build” conditions as the existing lane geometries
would be retained at the intersections.
Walsh Avenue: Concept C - Road Diet (Two
Travel Lanes and Center Turn Lane)
Under Concept C, Walsh Avenue would be
converted from four lanes to two lanes (one
lane in each direction) with a center turn lane
to accommodate Class IV separated bike
lane on both sides of corridor. Concept C
would also provide two eastbound receiving
lanes (approximately 400 feet length) at
the Bowers Avenue intersection and also
at the San Tomas Expressway intersection
(approximately 650 feet length).
Martin Avenue: Concept D & Concept
E – (Four Travel Lanes)
Both Concept D and Concept E maintain the
existing number of travel lanes on Martin
Avenue and thus operate with the same level
of capacity and LOS. Both concepts were
evaluated using baseline traffic volumes. The
intersection LOS is expected to be similar to “No
Build” conditions as the existing lane geometries
would be retained at the intersections.
Martin Avenue: Concept F – Road Diet
(Two Travel Lanes and Center Turn Lane)
Under Concept F, Martin Avenue would be
converted from four lanes to two lanes (one
lane in each direction) to accommodate Class
IV separated bikeway on both sides of corridor.
Concept F would provide two eastbound
receiving lanes (approximately 70 feet length)
at the Lafayette Street intersection.
Of the 23 intersections studied, two are currently
substandard in the AM peak period and three are
substandard in the PM peak period on weekdays.
Under Concepts C and F, which involve the
reduction of one travel lane per direction,four are
substandard in the AM peak period and two are
substandard in PM peak period on weekdays.
Walsh Avenue and Martin Avenue stop controlled
intersection improved from substandard to meets
the standard under Concept C. This is due to the
delay has been reduced for critical movement.
The results are summarized in Table 15.
The Road Diet (Concept C and Concept F)
conditions of LOS are shown in Figure 36 to
Figure 38. Traffic analysis results indicated
that the following intersections would operate
substandard in the Road Diet conditions. A full
breakdown of traffic operations analysis results
are included in Appendix A - Working Paper 3.
• Walsh Avenue/Bowers Avenue – PM
• Walsh Avenue/Northwestern Parkway – PM
• Central Expressway/
De La Cruz Boulevard – AM
• Monroe Street/Scott Boulevard – AM
• Monroe Street/Quinn Avenue – AM
• Monroe Street/Bowers Avenue – AM
Table 15: Level of Service Analysis Results
Time Period
No Build, Walsh Avenue: Concepts
A & B, Martin Avenue:
Concepts D & E
Road Diet - Concepts C & F
Meets Standard Substandard Meets Standard Substandard
AM Peak 21 2 19 4
PM Peak 20 3 21 2*
Midday 23 0 23 0
Saturday 23 0 23 0
Note:* Walsh Avenue and Martin Avenue stop-controlled intersection improved from sub- standard to meets the standard under Concept C. This is due to the delay has been reduced for critical movement of northbound left turn from Martin Avenue to Walsh Avenue.
The project team also conducted a queuing analysis to evaluate the distance in which cars would queue to turn at intersections to see how each concept might impact the distance.
Long queues may require motorists to wait through multiple signal cycles to turn and could impact overall traffic delay. Under the Road Diet scenario, Concepts C and F, the analysis did not show significant increases in queue lengths at all study intersections. 9089 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis LEGEND
Project Street
Baseline (Existin
g)
AM PM
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Figure 36: Baseline Conditions - Road Diet LOS (Weekday AM and PM) - Concept C and Concept F ■
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9291 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis LEGEND
Project Street
Baseline (Existing)
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Airport
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NVIDIA
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Figure 37: Baseline Conditions - Road Diet LOS (Weekday Midday) - Concept C and Concept F ■
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9493 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis LEGEND
Project Street
Baseline (Existing)
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Airport
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Figure 38: Baseline Conditions - Road Diet LOS (Saturday) (Concept C & Concept F) ■
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9695 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Vehicles Miles Traveled
The project team also modeled changes to
Vehicle-miles T
raveled (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 project team used the VMT
Reduction Estimation methodology developed
by the California Air Resources Board.
The method estimates the annual VMT
reduction based on anticipated bicycle ridership
change and bike trip length. The proposed
bike lane length and type (Class IV separated
bikeway) are all the same in proposed design
concepts for each of the study corridors, so
the bicycle ridership change is anticipated
the same among the corridor concepts.
The project team estimated that a continuous
bicycle lane on the Walsh Avenue corridor will
reduce VMT by 1,822 miles per year between
Lafayette Street and De La Cruz Boulevard.
The project team estimated that a continuous
bicycle facility on the Martin Avenue corridor
will reduce VMT by 447 miles per year.
9897 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Summary
The comparison of analysis results between the
proposed concepts are summarized in Table 16
through Table
17. The benefits are summarized
in Table 18.
Table 16: Analysis Summary - Walsh Avenue Corridor
Table 17: Analysis Summary - Martin Avenue Corridor
Concept
Walsh Avenue Corridor Entire Study
Area
Speed Reduction Collision Reduction Potential Parking Available on Walsh Ave
Travel Time
(min:sec) Annual VMT Reduction Substandard Level
of Service
Current Conditions / No Build Option None None N: 53%
S: 75%
AM: 5:51
PM: 5:23 N/A AM: 2
PM: 3
Concept A:
4 Lanes; No Parking, Protected Bike Lanes
1-6 mph
slower Negligible No parking on both sides AM: 5:51
PM: 5:23 1,822 AM: 2
PM: 3
Concept B:
4 Lanes; Protected and
Parking Protected Bike Lanes
1-6 mph
slower Negligible 16–33% depending on side AM: 5:51
PM: 5:23 1,822 AM: 2
PM: 3
Concept C:
2 Lanes; Parking Protected Bike Lanes,
Center Turn Lane
3-6 mph
slower Yes Same as No Build AM: 7:53
PM: 6:19 1,822 AM: 4 (+2)
PM: 2 (-1)*
If Concept B is chosen, it is recommended to remove parking on the south side of Walsh Avenue between Martin Avenue and Lafayette Street, as that would have less impact on parking supply along Walsh Avenue.
Concept
Martin Avenue Corridor Entire Study
Area
Speed Reduction Collision Reduction Potential Parking Available on Walsh Ave
Travel Time
(min:sec) Annual VMT Reduction Substandard Level
of Service
Current Conditions / No Build Option None None N: 84%
S: 67%
AM: 2:35
PM: 2:33 N/A AM: 2
PM: 3
Concept D:
4 Lanes; No Parking, Protected Bike Lanes
1-6 mph
slower Negligible No parking on both sides AM: 2:35
PM: 2:33 447 AM: 2
PM: 3
Concept E:
4 Lanes; Protected and
Parking Protected Bike Lanes
1-6 mph
slower Negligible 47–55% depending on side AM: 2:35
PM: 2:33 447 AM: 2
PM: 3
Concept F:
2 Lanes; Parking Protected Bike Lanes,
Center Turn Lane
3-6 mph
slower Yes N: 84%
S: 67%
AM: 2:49
PM: 2:43 447 AM: 4 (+2)
PM: 2 (-1)*
If Concept E is chosen, it is recommended to remove parking on the south side of Martin Avenue between Lafayette Street and De La Cruz Boulevard, as that would have less impact on the parking supply on Martin Avenue.
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 10099 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Benefits Summary
Table 18: Benefit Summary - Walsh Avenue and Martin Avenue Corridor Walsh Avenue and
Martin Avenue Corridors No Build Concept A & D - Four Lanes; No Parking
Concept B & E - Four Lanes;
Remove Parking
on One Side
Concept C & F - Two Lanes;
Center Turn Lane Parking
on Both Sides
Yes No Yes No Yes No Yes No
Benefits for Bicyclists
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 maneuver around debris •• • •
Benefits for Drivers
Maximizes roadway and intersection capacity •• • •
Potential to significantly reduce vehicle collisions • •• • Adds a turn lane for safer turning maneuvers •• • •
Benefits for Community and Businesses
Reduces VMT •• • •
Maintains exsiting on-street parking capacity •• • •
Encourages slower automobile speeds •• • •
Does not increase pedestrian midblock crossing demand •• • • Maintains existing trash collection plan •• • •
Does not require construction funding •• • •
I I
I I
I I
04. Community
Engagement
103102 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
04. Community Engagement 04. Community Engagement
Engagement Strategies
Project Website, Hotline, and Email
The City of Santa Clara hosted and maintained
a dedicated project website and provided
information about the Walsh Avenue/Martin
Avenue Class IV Bikeway Planning Study.
This website, launched in January 2023, was
a key landing page for the public to receive
project updates and information, including
project documents, public event details, online
surveys, and recordings for public workshops.
Site Visit
Participants from the City of Santa Clara
Bicycle and Pedestrian Advisory Committee
(BPAC), City of Santa Clara staff, and the
project consultants conducted a site visit on
March 24, 2023. During this visit, the team
studied the Walsh and Martin Avenue corridors,
04. Community Engagement
The project team also provided a dedicated
phone number as an accessible alternative
for community members to leave project
feedback, as well as an email address for
the project to message with comments. The
project email account regularly sent updates
to everyone who had signed up for project
notifications whenever new information or
materials were added to the project website,
including meeting and survey details.
Project Website
carefully observing field conditions such
as sight distances, conflict zones, existing
facilities, and specific pinch points. These
observations were pivotal in tackling potential
challenges and directing concentrated efforts
during the analysis and design phase.
BPAC members observing Martin Avenue
during the site visit.
Truck parking along Martin Avenue.
San Tomas Aquino Creek Trail Crossing.
BPAC members observing Walsh
Avenue during the site visit.
San Tomas Aquino Creek Trail Bridge
von Walsh Avenue.
Barriers along the sidewalk.
-~ ~~- -- . -· - . -•-">•--Q
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Planning Study
105104 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
04. Community Engagement 04. Community Engagement
Committee/Commission Meetings
The project team met with the following
Committees/Commissions and the City Council
to provide project updates, gather input,
and receive guidance.
Bicycle and Pedestrian Advisory
Committee (BPAC)
Meeting 1: Plan overview , schedule,
and BPAC priorities (March 27, 2023)
The primary objective of this meeting was to
outline the project's goals and methodology
,
as well as to collect input regarding the current
conditions and identified problems along the
corridor.
Meeting 2: Review and collect feedback on
draft corridor concepts (August 28, 2023)
This presentation included an analysis of the
corridor, covering aspects such as parking and
collision data, and introduced initial draft corridor
concepts. BPAC had a robust discussion and
provided feedback on the roadway concepts.
Meeting 3: Review analysis results and
provide feedback on draft concepts (January
22, 2024)
The project team introduced four design
alternatives for both study corridors, and
presented community feedback from the
second online survey
. The presentation
included an analysis including collision
reduction estimates, scenarios involving
parking removal, and a comprehensive
traffic analysis that considered factors such
as LOS and alterations to travel time.
Meeting 4: Approve the final report and
recommend the preferred design concept
to the City Council (June 24, 2024)
Project team presented the summary of
the final survey conducted to choose the
preferred design concept. BPAC members
voted on updated design concepts
and provided general comments.
Senior Advisory Commission
The project team met with the Parks and
Recreation Commission on September 19,
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. The project team 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
commissioners and members of the public
about the project and collect feedback on
the proposed bikeways and general project
input. The project team also provided
project timelines and ways commissioners
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. The project team also provided
project timelines and ways commissioners
can stay involved with the project.
Community Workshops
Community workshops offer a direct avenue
to engage with the public, providing project
information, pinpointing existing concerns,
and collecting feedback on project ideas.
The project encompassed three distinct
phases of workshops, and the promotion of
these community workshops was extensive.
Workshop recordings are available on the
project website for review. Each phase of
community engagement included postcard
notifications to 1,019 mailing addresses
located within a half-mile radius of the corridor
for each of the three rounds (totaling 3,057
notices sent). Each postcard indicated the
project includes the potential to add bicycle
lanes with the removal of on-street parking or
travel lanes. The team created and produced
10 roadway signs with project information and
placed them along the corridor early during
Phase 1 engagement. Signs remained along
the corridor for the duration of the project.
Additionally, project promotions were carried
out through social media posts from the City,
stakeholders, and community partners, as well
as via the City Manager's Blog, Inside Santa
Clara newsletter, and the project website.
Details regarding meeting dates, times, and
general themes for each round can be found
below, and for more information, you can refer
to Appendix 3 - Community Engagement
Materials , which contains postcard
notifications, and materials provided.
• Phase 1 (Project Introduction):
Community Workshop #1:
May 25, 2023
• Phase 2 (Roadway Concepts):
Community Workshop #2:
September 20, 2023
• Phase 3 (Preferred Roadway Concepts):
Community Workshop #3:
January 25, 2024
107106 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
04. Community Engagement 04. Community Engagement
Snapshot of Phase 2 Community Workshop
Phase 2 – Roadway Concepts
In the Phase 2 workshop, the project team
presented the findings of the corridor analysis,
which included parking demand analysis and
collision analysis along the study corridor.
The results of the first community survey
were also shared. The primary objective
of this meeting, conducted virtually on
September 20th, 2023, at 5:30 p.m. via
Zoom, was to introduce the community to
the draft design concepts. Additionally, in
this round of community meetings, the link
and QR code for the second community
survey were presented and promoted.
Phase 3 – Preferred Roadway Concepts
Phase 3 workshops focused on refining the
conceptual designs by gathering feedback
from the community. This workshop was
conducted on January 25th, 2024, and provided
participants with final design concepts and
the technical analysis related to Concepts
A, B, and C on Walsh Avenue and Concepts
D, E, and F on Martin Avenue. Additionally,
in this round of community meeting, the link
and QR code for the third and final community
survey were presented and promoted.
Snapshot of Phase 3 Community Workshop
Phase 1 – Project Introduction
During the Phase 1 workshop, the project team
introduced the project and asked the community
members about their travel experiences and
vision of the study corridors. This virtual
session took place on May 25th, 2023, at 5:30
p.m., conducted via Zoom, and had a total of
7 attendees. During the meeting, a combined
total of 10 comments were submitted, either
through chat or video conference. Notably, 86%
of the participants were residents residing in the
area. Half of the attendees (50%) mentioned
using Walsh Avenue and Martin Avenue for
recreational purposes. The majority of the
participants, constituting 71%, expressed
their belief that Class IV separated bikeways
would promote cycling along the corridor.
Snapshot of Phase 1 Community Workshop
Pop-up Events
The project team organized several pop-up-style
events to engage with the community members,
gather additional input, and raise awareness
of the project. The four pop-up events featured
information kiosks equipped with poster boards
presenting an overview of the project and QR
codes linked to the project website.
Each of the pop-up events included three
other separate bikeway studies on Monroe
Street, Benton Street, and Coleman
Avenue/De La Cruz Boulevard.
Each of the corridor options, including the
existing one, were displayed. Community
members can put down their vote for the
alternative they preferred. Comment cards
were also provided to community members for
written feedback, and QR codes and survey
links were made accessible for community
members to participate in the online survey.
Bike to Work Day
Bay Area Bike to Work Day, an annual event
in the San Francisco Bay Area that promotes
bicycle commuting, featured a booth hosted
by the City’ s Public W
orks Department
dedicated to the Walsh Avenue/Martin Avenue
Bikeway Planning Study. The project team
had the opportunity to interact with over 50
community members from 6:30 a.m. to 10:00
a.m. at the San Tomas Aquino Creek Trail and
Agnew Road during this pop-up event. The
main objective of this event was to introduce
residents and regular commuters to the project
and gather their feedback on safety concerns
and their perceptions of the study corridor.
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 Walsh
Avenue/Martin Avenue Bikeway Planning
Study, 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.
Community members stop to discuss
bikeway concepts on Bike to Work Day
Walsh Avenue/Martin
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CITY OF SANTA CLARA
Earth Day/Arbor Day
Celebration
109108 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
04. Community Engagement 04. Community Engagement
Holiday Tree Lighting Ceremony
The project team also attended the Holiday
Tree Lighting at Central Park on December
1, 2023, where a similar booth was set up for
broader community members to learn about
the project.
The booth operated from 5:30
p.m. to 8:30 p.m. and featured two poster
boards, a sign-in sheet, comment cards,
and project information available in both
digital and paper formats. Approximately
20 community members engaged with the
project team at the booth during the event.
Caltrain Commuter Outreach
On February 15, 2024, the project team set up a
pop-up event at the Santa Clara Caltrain station
to showcase the Walsh Avenue and Martin
Avenue Bikeway Planning Study and promote
the final project survey. The booth operated from
4:00 p.m. to 6:00 p.m. and featured one poster
board, comment cards, and project information
available in both digital and paper formats.
Approximately 15 residents/commuters engaged
with the project team at the booth during the
event. The residents/commuters were handed
out flyers with the QR code for the final survey.
Community members stop by to discuss
concepts and vote for their most preferred
choices at the Holiday Tree Lighting Event
Community members stop by to discuss
concepts and vote for their most preferred
choices at the pop-up at Caltrain Station
Online Surveys
The project team conducted three public surveys
throughout the project period, and posted all
three to the project website. The first was a brief
survey that included questions on transportation
preferences and behaviors, specific questions
about how attendees use Walsh Avenue or
Martin Avenue, 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 revision.
Survey 1: Maptionnaire Platform
The first round of community outreach and
survey was supplemented with an interactive
map platform. The interactive map was used
to solicit the safety concerns of the community
and stakeholders.
This survey helped us
identify the concern areas and helped us
pinpoint and locate them on a map. In total, we
received a total of 56 comments. 39 of them
were along Walsh Avenue and 15 comments
were received along Martin Avenue. The
platform received two additional comments
that were applicable to both corridors.
Maptionnaire Map input platform used to
conduct the first community survey
Survey 2: Draft Design Concepts Survey
The second round of surveys was created to
gather community feedback specifically on
the draft corridor concepts. The second online
survey sought feedback on the draft corridor
concepts.
The second survey was available
between September 2023 and October
2023. The survey received 63 responses.
Survey 3: Preferred Design Concept Survey
The third and final round of survey was
created to gather community feedback on
their preferred alternative. This survey was
available between January 2024 and February
2024. The survey received 45 responses.
Santa Clara Art & Wine Festival
During the 41st Annual Santa Clara Art and
Wine Festival at Central Park on September
16, 2023, and September 17, 2023, the project
team had a booth to showcase the Walsh
A
venue and Martin Avenue Bikeway Planning
Study. The booth operated from 10:00 a.m.
to 6:00 p.m. and featured two poster boards,
a sign-in sheet, comment cards, and project
information available in both digital and paper
formats. Approximately 60 community members
engaged with the project team on the project.
Community members stop by to discuss
concepts and vote for their most preferred
choices at the Art & Wine Festival
Walsh Avenue/Martin Avenue Class IV Bikeway
Planning Study
~L<l1t.irii..i-."Ulll•,p.A~•,.-,_,_.,.,.,1,c_ufM,_
-~,, ..... ,a,. • .._ .. _,_,...,,,,, _______ ..., .. ___ ,_ -~-----·- -....-,.-·-··---------<I _____ ,._D,.,...,.__, .. h ____ .. ,, ___ __ ________ .. _ .. ,,, __ ~ .... ~ ... '-' . --... -,,,_.._. ___________ _ 111110 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
04. Community Engagement 04. Community Engagement
Phase 1 Engagement Summary Findings
Travel Trends/Preferences Summary
At the first community workshop, the project
team inquired about the usual places people
visit when traveling through the Walsh and
Martin Avenue corridor. The respondents’ word
frequency illustrated the prevalence of certain
destinations, with “Home Depot,” “gym,” and
“office” being the most frequently mentioned.
Usual places that participants visit while travelling
through the Walsh & Martin Avenue Corridor
To gain insight into the perceptions of traveling
along this corridor, the team also asked
participants about the associations that come
to mind when thinking of Walsh and Martin
Avenues. Some of the commonly provided
responses included "industrial" and "unsafe."
Perception of travelling along the Walsh
& Martin Avenue Corridors
To gain a better understanding of the long-
term community vision for the corridor, the
project team asked respondents to identify
one to three words that come to mind when
thinking of the future of Walsh/Martin Avenue.
Some of the most common phrases identified
for the future of Walsh/Martin Avenue include
‘safe’, ‘bike lanes’, and ‘connection’ as
shown in the word clouds to the right.
Community’s long term vision for the Walsh
& Martin Avenue Corridors
Community Survey 1 Findings
An interactive map platform was used to solicit
the safety concerns of the community and
stakeholders. This survey helped us identify the
concern areas and helped pinpoint and locate
them on a map. In total, we received a total of
56 comments. 39 of them were along Walsh
Avenue and 15 comments were received along
Martin Avenue. The platform received two other
comments that applied to both corridors.
Figure 39 illustrates the location
and type of concern:
The top concerns included:
1. Intersection improvements for bicycle safety
and continuity along several intersections.
Some of the major intersections of concern
include:
a. Walsh Avenue and San Tomas
Expressway
b. Walsh Avenue and Bowers Avenue
c. Martin Avenue and De La Cruz
Boulevard
d. Walsh Avenue and Scott Boulevard
e. Walsh Avenue and Lafayette Street
f. Walsh Avenue and Northwestern
Parkway
2. Need for a bicycle facility along
the entire study corridor
3. Speeding related concerns
along Martin Avenue
4. Need for a center turn lane along
Walsh Avenue between San Tomas
Expressway and Lafayette Street and
the entire study length of Martin Avenue
Figure 39: Maptionnaire - Community Concerns (56 Responses) somewhere traffic bike f t
Vi9fdcu stria lr~ad
safety speedU nsafehigh time
needs DUS l hostile lanes peop e
parksb musson . deport
off1ce.,!J O nJ e atm
post u en O LWOrk
lame ~gym airport
suburban
connection f
good sa e safer
bike accessible
corridor
Inter section
~ Improvement fo,
~ Bkycle Safety &
Continuity
Need f<><
Bicycle
Facility
~ Speedi ng
Need for
Center Turn
Lane
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113112 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
04. Community Engagement 04. Community Engagement
Phase 2 Engagement Summary Findings
Community Survey 2 Findings
This segment of the public engagement
survey featured preliminary design concepts
for new bicycle facilities on Walsh Avenue
and Martin Avenue, presented to the City in
September 2023. The community expressed
support for each alternative and offered
constructive feedback on the positive aspects
of each concept as well as areas for potential
improvement. The summary of the findings of
the survey is listed below:
Summary and Learnings
• A total of 63 respondents took the second
survey
• The highest proportion of respondents
(57%) either reside or have their
workplace situated on W
alsh Avenue,
or they regularly commute through this
corridor (52%).
• More than a third of those surveyed (38%)
either reside or have their workplace
situated within a short distance of Martin
Avenue. An additional 30% occasionally
traverse this route, while 28% do so
regularly.
• Most of the respondents are aware of the
project from the City of Santa Clara
Website or through other sources involving
biking, work-related updates, and
NVIDIA communication.
• Proposed Section A received 73% support.
Of this, 17% were amenable to supporting
it with minor adjustments, while
2% stipulated substantial modifications
as a prerequisite for their support.
Additionally, 8% expressed outright non-
support for the proposed concept.
• Concept A, featuring "Four Lanes, No
Parking," garnered strong support, with
87% of respondents expressing favor or
indicating support with minor changes. The
appeal lies in the preference for protected
facilities, buffer space, and wider bike
lane. Respondents expressed interest in
learning more about the specific types of
barriers proposed.
• Concepts C and F, presenting "Two Lanes,
Center Turn Lane, Parking on Both Sides,"
received the backing of 71% of
respondents, either outright or with minor
suggested modifications. The benefit
of protected facilities, the retention of
parking, and the utilization of parked
cars as a physical barrier were key
factors. Respondents indicated a desire
for more information regarding traffic
impacts associated with lane removal and
intersection treatments.
• Concepts B and E, presenting "Four
Lanes, Remove Parking on One Side,"
secured the support of 61% of
respondents, either outright or with minor
suggested modifications. Respondents
appreciated the presence of protected
facilities and some on-street parking.
However, concerns were raised about
parking obstructing visibility, leading to a
request for the removal of parking on the
north side of the corridor.
• The results of the survey are tabulated
in Table 19 and illustrated in Figure 40.
Appendix 2 of this report provides
full survey results.
Response
Four Lanes, No
Parking
(Concept A)
Four Lanes,
Remove Parking
on One Side
(Concepts B & E)
Two Lanes,
Center Turn
Lane, Parking on
Both Sides
(Concepts C & F)
Two Lanes,
Center Turn Lane,
No Parking
(Part of Concept
C)
Fully support 72% 49% 51% 67%
Support with minor
changes 15% 12% 20% 2%
Needs major
changes to get my
support
2% 20% 9% 10%
I do not support this
concept 11% 19% 20% 21%
Table 19: Online Survey #02 Results - All Responses (63 Responses) Figure 40: Survey #02 Results
7°" 67"
60%
49"
50%
"°"
3°"
2°" 19" 20% 2°" 21"
z°" 15"
I
11" IO!I
2"
°"
12"
Ii
l °"
I
2"
-Four lanes, Na Four Lanes, Two la~, Two laOM,
Pa.rkJnc Remov~ P~rldng Center Tum Cc'nlerTum Laoe,
(Concept A) on One Side Lar,e, Parking on No Pi1r~ng
(Concepts B & El Both Sid<> (Part of Concopt
C)
■ fully support ■ Support with min<>< I do not wppon thls 115114 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
04. Community Engagement 04. Community Engagement
■ Infrastructure Improvements:
◊ Support for narrower car
lanes, wider bike lanes, and
center turn lanes.
■ Concerns about Impact on Commute
and Businesses:
■ Opposition to parking removal and
lane width reduction due to
commute impact.
■ The results for survey 3 are
respectively shown in Figure 41
and Figure 42 for the preferred
alternatives for Walsh Avenue and
Martin Avenue.
the majority with 58% of the votes,
surpassing other alternatives. The second
most preferred alternative was Concept
A, featuring four lanes and no parking
alternative which garnered 40% of the
votes
• For the alternatives considered for the
Martin Avenue corridor, Concept F,
featuring two lanes, a center turn lane,
and parking on both sides, emerged as the
most favored choice. Concept F secured
the majority with 56% of the votes,
surpassing other alternatives.
The second most preferred alternative was
Concept D, featuring four lanes and no
parking alternative which garnered 40% of
the votes
• The survey participants were also asked
to provide reasons for supporting their
preference or leave a general comment.
The general themes were:
■ Traffic Safety:
◊ Support for reduced lanes to
calm traffic.
■ Bike Infrastructure:
◊ Strong backing for separated,
protected bike lanes.
◊ Desire for grade-separated or
overpass options.
■ Parking Considerations:
◊ Mixed views on-street parking,
with some supporting removal.
■ Public Acceptance:
◊ Concerns about businesses
with reduced parking.
■ Intersection and Connectivity:
◊ Requests for intersection and
connectivity considerations.
■ General Support for Cycling:
◊ Recognition of the need for
safe cycling routes.
◊ Desire to promote cycling for
congestion reduction.
Phase 3 Engagement Summary Findings
Community Survey 3 Findings
In this section of the public engagement survey,
we presented the No Build and three proposed
design concepts for each of the two corridors on
Walsh Avenue and Martin Avenue. Participants
were tasked with selecting their preferred
alternative by ranking the concepts from best
to worst. While the community was required to
designate their top choice, they had the option to
refrain from voting on the other alternatives. The
survey findings are succinctly outlined below:
Summary and Learnings
• A total of 45 respondents took the survey
• The majority of respondents (56%)
commute regularly along the
Walsh Avenue corridor, with 31%
living or working directly on the corridor,
and 40% crossing it regularly.
• The majority of respondents (36%)
commute regularly along the Martin
Avenue corridor, with 22% crossing it
regularly and 29% living or working within
a few blocks of the Martin Avenue corridor.
• Most of the respondents are aware of
the project from the City of Santa Clara
email and the website or through other
sources involving work/local biking groups,
work-related updates, yard signs along
the corridor, BPAC, and the Silicon Valley
Bicycle Coalition.
• Proposed Section 1 concept for Walsh
Avenue at Bowers Avenue received 74%
support and 26% of participants supported
the current or no-build condition for the
stretch of Walsh Avenue between Bowers
Avenue and the transition.
• Among the alternatives considered for
the Walsh Avenue corridor, Concept C,
featuring two lanes, a center turn lane,
and parking on both sides, emerged as the
most favored choice. Concept C secured
Figure 41: Ranked Choice Vote for Walsh Avenue Concepts Figure 42: Ranked Choice Vote for Martin Avenue Concepts ,.
ConceptA IS
I 0
-7
-7
Exhausted Votes: when all of the choices a voter has ranked have been eliminated , there is no "next ranked choice" to move the vote to_ to ,. " " "
Canc,plD 17
(40 %)
(4% Exhausted votes)
,.
Exhausted votes: when all of the choices a voter has ranked have been eliminated, the/e is no "next ranked choice" to move the vote to,
°"""""c 26
s %)
22 ,.
ConceptF 24
(56 % )
116 Walsh/Martin Avenue Bikeway Planning Study City of Santa Clara
04. Community Engagement
Additional Engagement
To boost awareness and public participation,
the project team used additional outreach
strategies including communication through
the City Manager's Blog, "Inside Santa Clara"
articles, and various social media platforms
such as Facebook, Nextdoor, and Twitter to
promote events, surveys, and other materials.
Additionally, the project team distributed more
than 1100 postcards before each round of
community meetings to inform residents and
businesses located within a half-mile radius
of the study corridor. Furthermore, the City
placed 10 street signs along the corridor
to guide people to the project website.
Project signs posted along the San
Tomas Aquino Creek trail
10 signs posted along the project corridor
Postcards sent out for all rounds
of community workshops
Comment cards handed out to
community at pop-up events
Walsh/Martin
Avenue Blkeway
Planning Study
Ir
Help improve
biking on
Wal h/Martin
Avenue
LAarn more about the the Walsh/Martin Av~nus
Class IV Blkeway ~lannlng Study and gel Involved -at:
SantaClaraCA.gov/BikePedProjects
Walsh• MartlnBlkeP lan@T J KM_con,
[925) 223-8332
A"Y oth~ tomments , quesUon , ot suggution• on l'IOW
we can lmprovo Walsh & Martin Av nu ?
05. Recommendations
119118 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
05. Recommendations 05. Recommendations
05. Recommendations
Final Recommendation
Bikeway Classification Cost Per Mile (Approx.)
Class IV – Separated Bikeway $366,000 - $1,134,000
Class II Buffered Bicycle Lanes $195,000 - $619,000
Table 20: Generalized Planning Level Costs
High-Level Cost Estimates
The estimated costs in Table 20 are planning-
level costs that help the public understand at
a high level what investments are required for
various infrastructure improvements.
This cost estimate includes the cost of
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 encour-agement
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 county-wide
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.
striping installation and removal, pavement
markings, green pavement markings, delineator
posts, slurry seal, sign installation and
removal, traffic control, and mobilization.
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 $4.00
vehicle registration surcharge in Bay Area
counties 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. 2% 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.
[PLACEHOLDER] CITY COUNCIL WILL REVIEW RESULTS
OF THE STUDY AND MAKE A RECOMMENDATION
TO BE INCLUDED IN THE FINAL COPY
121120 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara
05. Recommendations 05. Recommendations
State and Federal Grant Programs
California Active Transportation Program
(ATP)
Governor Edmund G. “Jerry” Brown signed
legislation 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
transportation 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
traf
fic 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.
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.
Appendices
Appendices
Appendix A.
Technical
Memorandums
1. Existing Conditions Memo
2. Parking Utilization Memo
3. Traffic Analysis Memo
Appendix B.
Survey Results
Appendix C.
Community
Engagement
Materials
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study No Build - Walsh Avenue between Bowers Avenue and Transition (Section 1) Walsh Avenue (80-foot typical section)
Key Plan
I ·
7'
BIKE
I·
LANE +
14'
TRANSITION
64 80'
TRAVEL LANE · I ·
13• I 3• I 11 · I 11 · I 14'
· I ·
7'
· I TRAVEL LANE • • • • CENTER TURN • • TRAVE L LANE • • TRAVEL LANE BIKE
LANE LANE
· I 80' Curb-to-Curb
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study Proposed Concept: Four travel lanes, a center turn lane, a Class IV separated bikeway, and no parking Walsh Avenue (80-foot typical section)
Key Plan
I 7'
• BIKE
I·
LANE
+ s· I 11 • I 11 • I 3• I 11 • I 11 • I 11 • I 3• I 7'
TRAVE L LANE • • TRAVE L LANE • • • • CENTER TURN • • TRAVEL LANE • • TRAVEL LANE • • • 1 BIKE
LANE LANE
80' Curb-to -Curb
· I
·I
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study No Build - Walsh Avenue between Transition to San Tomas Aquino Creek Trail Bridge (Section 2) Walsh Avenue (64-foot typical section)
Key Plan
I· LANE LANE
64' Curb-to-Curb
6'
BIKE
LANE
· I
· I
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study No Build - Walsh Avenue - San Tomas Creek Trail Bridge Section (Section 3) Walsh Avenue (64-foot typical section)
Key Plan
I·
I·
13'
TRANSITION
64 80
SHARROW
I 12·
• • TRAVEL LANE
I 12· I 2'
• • CENTER TURN • •
LANE
64' Curb -to-Curb
I 12·
+
13'
· I • • TRAVEL LANE SHARROW
· I
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study No Build - Walsh Avenue between Martin Avenue and Lafayette Street (Section 4) Walsh Avenue (64-foot typical section)
Key Plan
I· PAR:ING ·I·
I·
TRANSITION
64 110
12'
TRAVEL LANE · I ·
12'
+
12'
·I·
12'
+ PAR: ING ·I TRAVEL LANE TRAVEL LANE TRAVEL LANE
64' Curb-to-Curb · I
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study Concept A: Four travel lanes with no parking
Walsh Avenue (64-foot typical section)
Key Plan
I ·
7'
+ 3'·1·
11 '
· I·
11'
· I ·
11 '
. I·
11' 7'
· I BIKE TRAVEL LANE TRAVEL LANE TRAVEL LANE TRAVEL LANE BIKE I·
LANE LANE
· I 64' Curb-to-Curb
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study Concept B: Four travel lanes, remove parking on one side from Martin Avenue to Lafayette Street Walsh Avenue (64-foot typical section)
Key Plan
I 5' I 2' I 1 O' I 1 O' I 1 O' I 11 '
• BIKE • • • • T RAVEL LANE • • TRAVEL LANE • • TRAVEL LANE • • TRAVEL LANE I· LANE
64' Curb-to-Curb
LANE ·I
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study Concept C: Two travel lanes with center turn lane, parking on both sides from Martin Avenue to Lafyette Street Walsh Avenue (64-foot typical section)
Key PlanTRANSITION
64 80
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study No Build
Martin Avenue (64-foot typical section)
Key Plan
I· PAR:ING ·I·
I·
TRANSITION
64 80
12'
TRAVEL LANE · I ·
12'
+
12'
·I·
12'
+ PAR: ING ·I TRAVEL LANE TRAVEL LANE TRAVEL LANE
64' Curb-to-Curb · I
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study Concept D: Four travel lanes with no parking
Martin Avenue (64-foot typical section)
Key Plan
I ·
7'
BIKE
I·
LANE
+ 3'·1·
TRANSITION
64 80
11 '
TRAVEL LANE · I·
11'
· I ·
11 '
. I·
11' 7'
· I TRAVEL LANE TRAVEL LANE TRAVEL LANE BIKE
LANE
· I 64' Curb-to-Curb
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study Concept E: Four travel lanes, remove parking on one side Martin Avenue (64-foot typical section)
Key PlanTRANSITION
64 80
I 5' I 2' I 1 O' I 1 O' I 1 O' I
• BIKE • • • • T RAVEL LANE • • TRAVEL LANE • • TRAVEL LANE • • I· LANE
64' Curb-to-Curb
11 '
TRAVEL LANE
LANE ·I
Attachment 03. | Walsh/Martin Avenue Bikeway Planning Study Concept F: Two travel lanes with center turn lane, parking on both sides Martin Avenue (64-foot typical section)
Key PlanTRANSITION
64 80
Attachment 5 Transportation Analysis Summary
Walsh Avenue (400-feet e/o Bowers Avenue to Lafayette Street)
Concept
Walsh Avenue - 64-Foot-Wide Section Entire Study
Area
Roadway
Speeds
Collision
Reduction
Potential
Parking
Available
Peak Travel
Time
(min: sec)
Annual VMT
Reduction
Estimate
Substandard
Level of
Service
Existing
Conditions/No
Build
None None N: 53%
S: 75%
AM: 5:51
PM: 5:23
None AM: 2
PM: 3
Four Lanes,
Protected/Buffered
Bikeway, Remove
Parking
1-6 mph
slower
Negligible No parking
on both
sides
AM: 5:51
PM: 5:23
1,822 AM: 2
PM: 3
Four Lanes,
Protected/Buffered
and Parking
Protected
Bikeways,
Remove Parking
on One Side
1-6 mph
slower
Negligible N: 33%* AM: 5:51
PM: 5:23
1,822 AM: 2
PM: 3
Two Lanes,
Parking Protected
Bike Lanes,
Center Turn Lane
3-6 mph
slower
Yes Same as
No Build
AM: 7:53
PM: 6:19
1,822 AM: 4 (+2)
PM: 2 (-1)
*It is assumed that parking will be removed on the south side of Walsh Avenue for the concept titled “Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side”
Attachment 6
Potential Benefits Summary – Walsh Avenue
Existing
Conditions/
No Build
Four Lanes,
Protected/Buffere
d Bikeway,
Remove Parking
Four Lanes,
Protected/Buffered
and Parking
Protected
Bikeways, Remove
Parking on One
Side
Two Lanes,
Parking
Protected
Bike Lanes,
Center Turn
Lane
Yes No Yes No Yes No Yes N
o
Benefits for Bicyclists
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 Drivers
Maximizes roadway and
intersection capacity
Potential to significantly
reduce vehicle collisions
Adds a turn lane for
safer turning maneuvers
Benefits for
Community and
Residents
Reduces VMT
Maintains existing on-
street parking capacity
Encourages slower
automobile speeds
Does not increase
pedestrian mid-block
crossing demand
Maintains existing
residential trash
collection plan
Does not require
construction funding
Attachment 7 Transportation Analysis Summary
Martin Avenue (Lafayette Street to De La Cruz Boulevard
Concept
Martin Avenue - 64-Foot-Wide Section Entire Study
Area
Roadway
Speeds
Collision
Reduction
Potential
Parking
Available
Peak
Travel
Time
(min: sec)
Annual VMT
Reduction
Estimate
Substandard
Level of
Service
Existing
Conditions/No
Build
None None N: 84%
S: 67%
AM: 2:35
PM: 2:33
None AM: 2
PM: 3
Four Lanes,
Protected/Buffered
Bikeway, Remove
Parking
1-6 mph
slower
Negligible No parking
on both
sides
AM: 2:35
PM: 2:33
447 AM: 2
PM: 3
Four Lanes,
Protected/Buffered
and Parking
Protected
Bikeways,
Remove Parking
on One Side
1-6 mph
slower
Negligible N: 55%* AM: 2:35
PM: 2:33
447 AM: 2
PM: 3
Two Lanes,
Parking Protected
Bike Lanes,
Center Turn Lane
3-6 mph
slower
Yes Same as
No Build
AM: 2:49
PM: 2:43
447 AM: 4 (+2)
PM: 2 (-1)
*It is assumed that parking will be removed on the south side of Martin Avenue for the concept titled “Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side” .
Attachment 8
Potential Benefits Summary – Martin Avenue
Existing
Conditions/No
Build
Four Lanes,
Protected/Buffered
Bikeway, Remove
Parking
Four Lanes,
Protected/Buffered
and Parking
Protected
Bikeways,
Remove Parking
on One Side
Two Lanes,
Parking
Protected
Bike Lanes,
Center Turn
Lane
Yes No Yes No Yes No Yes No
Benefits for
Bicyclists
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 Drivers
Maximizes roadway
and intersection
capacity
Potential to
significantly reduce
vehicle collisions
Adds a turn lane for
safer turning
maneuvers
Benefits for
Community and
Residents
Reduces VMT
Maintains existing on-
street parking capacity
Encourages slower
automobile speeds
Does not increase
pedestrian mid-block
crossing demand
Maintains existing
residential trash
collection plan
Does not require
construction funding
ATTACHMENT 9
BUFFERED BIKE LANE CONCEPTS
n
'
5' 2'
• .....
~ -
8'
Parking lane
10'
Four Lanes, Buffered Bike Lanes, Parking On One Side
{Walsh Aven ue)
.... ....
i
10' 10' 11' 3'
Drive lane Orivelane Drive lane Drive lane
• n:
• 5' 3'
Two Lanes, Buffered Bike Lanes, Parking
{Walsh Avenue)
-~ -• •
....
11' 10' 11'
Drive lane Center turn lane Drive lane
-,---
• l o ~~~
. ...
• •
.. '
■ 5' 8'
Parking lane
• -~ - ~ ti • •
i I
3' 5' 8'
Parking lane
Resolution/Accepting the City of Santa Clara Walsh/Martin Ave. Bikeway Planning Study and Approving Roadway Concepts Page 1 of 2
Rev: 07/17/2024
RESOLUTION NO. _____
A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA
ACCEPTING THE CITY OF SANTA CLARA WALSH AVENUE /
MARTIN AVENUE BIKEWAY PLANNING STUDY AND
APPROVING ROADWAY CONCEPTS
WHEREAS, in 2021, the City received a Santa Clara Valley Transportation Authority (VTA) Measure B grant totaling $175,000 to prepare the Walsh Avenue/Martin Avenue Bikeway Planning Study (“Study”);
WHEREAS, in December 2022, the City Council approved retaining TJKM Transportation Consultants 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 acceptance of the Plan is exempt from California Environmental Quality Act Resolution/Accepting the City of Santa Clara Walsh/Martin Ave. Bikeway Planning Study and Approving Roadway Concepts Page 2 of 2
Rev: 07/17/2024
(CEQA) review pursuant to Section 15262 of the California Public Resources Code.
NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. The City of Santa Clara hereby accepts the Walsh Avenue/Martin Avenue Bikeway Planning Study as attached and referenced herein.
2. The City of Santa Clara hereby approves the roadway concept titled, “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, No Parking” as the preferred alternative for the 80-foot-wide section of Walsh Avenue.
3. The City of Santa Clara hereby approves the roadway concept titled, “Four Lanes, Protected/Buffered Bikeway, No Parking” as the preferred alternative for the 64-foot-wide section of Walsh Avenue.
4. The City of Santa Clara hereby approves the roadway concept titled, “Four Lanes, Protected/Buffered Bikeway, No Parking” as the preferred alternative for Martin Avenue.
5. Direct City staff to implement the City Council’s preferred roadway designs.
6. 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 ___ DAY OF _________, 2024, BY THE FOLLOWING VOTE:
AYES: COUNCILORS:
NOES: COUNCILORS:
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
ATTEST: ______________________________
NORA PIMENTEL, MMC
ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Attachments incorporated by reference:
1. Walsh/Martin Avenue Bikeway Planning Study
Resolution Authorizing the City Manager to Modify Parking Regulations Walsh Avenue between San Tomas Expressway and Lafayette Street Page 1 of 2
Rev: 11/22/17
RESOLUTION NO. _____
A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA
AUTHORIZING THE CITY MANAGER TO MODIFY PARKING
REGULATIONS ON WALSH AVENUE BETWEEN SAN TOMAS
EXPRESSWAY AND LAFAYETTE STREET
WHEREAS, the City of Santa Clara Bicycle Plan Update 2018 was approved and adopted by the Council on September 24, 2019 under Resolution No. 19-8761; WHEREAS, a Class IV Protected and Buffered Bicycle Lanes on Walsh Avenue was a recommendation within the adopted Bicycle Plan Update 2018; WHEREAS, the City established certain parking regulations on Walsh Avenue between San Tomas Expressway and Lafayette Street;
WHEREAS, Public Works staff determined that a modification to the existing parking regulations is necessary to accommodate the proposed Class IV Protected and Buffered Bicycle Lanes on both sides of Walsh Avenue between San Tomas Expressway and Lafayette Street and maintain four travel lanes;
WHEREAS, the City intends to establish new parking regulations on Walsh Avenue between San Tomas Expressway and Lafayette Street based on City Public Works staff findings; NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. The City Manager is authorized to establish a “No Stopping Anytime” zone along both sides of Walsh Avenue from San Tomas Expressway to Lafayette Street to implement Class IV Protected and Buffered Bicycle Lanes on both sides of Walsh Avenue between San Tomas Expressway and Lafayette Street and maintain four travel lanes.
2. 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 ___ DAY OF _________, 2024, BY THE FOLLOWING VOTE:
Resolution Authorizing the City Manager to Modify Parking Regulations Walsh Avenue between San Tomas Expressway and Lafayette Street Page 2 of 2
Rev: 11/22/17
AYES: COUNCILORS:
NOES: COUNCILORS:
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
ATTEST: ______________________________
NORA PIMENTEL, MMC
ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Attachments incorporated by reference:
None
S:\Attorney\RESOLUTIONS\Form Resolution-City.doc
Resolution Authorizing the City Manager to Modify Parking Regulations on Walsh Avenue between San Tomas Expressway and Lafayette Street Page 1 of 2
Rev: 11/22/17
RESOLUTION NO. _____
A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA
AUTHORIZING THE CITY MANAGER TO MODIFY PARKING
REGULATIONS ON WALSH AVENUE BETWEEN SAN TOMAS
EXPRESSWAY AND LAFAYETTE STREET
WHEREAS, the City of Santa Clara Bicycle Plan Update 2018 was approved and adopted by the Council on September 24, 2019 under Resolution No. 19-8761; WHEREAS, a Class IV Protected and Buffered Bicycle Lanes on Walsh Avenue was a recommendation within the adopted Bicycle Plan Update 2018; WHEREAS, the City established certain parking regulations on Walsh Avenue between San Tomas Expressway and Lafayette Street;
WHEREAS, Public Works staff determined that a modification to the existing parking regulations is necessary to accommodate the proposed Class IV Protected and Buffered Bicycle Lane on the southside of Walsh Avenue between San Tomas Expressway and Lafayette Street and maintain four travel lanes; and
WHEREAS, the City intends to establish new parking regulations on Walsh Avenue between San Tomas Expressway and Lafayette Street based on City Public Works staff findings; NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. The City Manager is authorized to establish a “No Stopping Anytime” zone along the southside of Walsh Avenue from San Tomas Expressway to Lafayette Street and adjacent to the driveways along the northside of Walsh Avenue from San Tomas Expressway to Lafayette Street as necessary to implement a Class IV Protected and Buffered Bicycle Lane on the southside of Walsh Avenue between San Tomas Expressway and Lafayette Street and maintain four travel lanes.
2. 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 Resolution Authorizing the City Manager to Modify Parking Regulations on Walsh Avenue between San Tomas Expressway and Lafayette Street Page 2 of 2
Rev: 11/22/17
THEREOF HELD ON THE ___ DAY OF _________, 2024, BY THE FOLLOWING VOTE:
AYES: COUNCILORS:
NOES: COUNCILORS:
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
ATTEST: ______________________________
NORA PIMENTEL, MMC
ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Attachments incorporated by reference:
None
S:\Attorney\RESOLUTIONS\Form Resolution-City.doc
Resolution Authorizing the City Manager to Modify Parking Regulations on Martin Avenue between Lafayette Street and De La Cruz Boulevard Page 1 of 2
Rev: 11/22/17
RESOLUTION NO. _____
A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA
AUTHORIZING THE CITY MANAGER TO MODIFY PARKING
REGULATIONS ON MARTIN AVENUE BETWEEN LAFAYETTE
STREET AND DE LA CRUZ BOULEVARD
WHEREAS, the City of Santa Clara Bicycle Plan Update 2018 was approved and adopted by the Council on September 24, 2019 under Resolution No. 19-8761; WHEREAS, Class IV Protected and Buffered Bicycle Lanes on Martin Avenue was a recommendation within the adopted Bicycle Plan Update 2018; WHEREAS, the City established certain parking regulations on Martin Avenue between Lafayette Street and De La Cruz Boulevard;
WHEREAS, Public Works staff determined that a modification to the existing parking regulations is necessary to accommodate the proposed Class IV Protected and Buffered Bicycle Lanes on both sides of Martin Avenue between Lafayette Street and De La Cruz Boulevard and maintain four travel lanes; and
WHEREAS, the City intends to establish new parking regulations on Martin Avenue between Lafayette Street and De La Cruz Boulevard based on City Public Works staff findings.
NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. The City Manager is authorized to establish a “No Stopping Anytime” zone along both sides of Martin Avenue from Lafayette Street to De La Cruz Boulevard as needed to implement Class IV Protected and Buffered Bicycle Lanes on both sides of Martin Avenue between Lafayette Street and De La Cruz Boulevard and maintain four travel lanes.
2. 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 ___ DAY OF _________, 2024, BY THE FOLLOWING VOTE:
Resolution Authorizing the City Manager to Modify Parking Regulations on Martin Avenue between Lafayette Street and De La Cruz Boulevard Page 2 of 2
Rev: 11/22/17
AYES: COUNCILORS:
NOES: COUNCILORS:
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
ATTEST: ______________________________
NORA PIMENTEL, MMC
ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Attachments incorporated by reference:
None
S:\Attorney\RESOLUTIONS\Form Resolution-City.doc
Resolution Authorizing the City Manager to Modify Parking Regulations on Martin Avenue between Lafayette Street and De La Cruz Boulevard Page 1 of 2
Rev: 11/22/17
RESOLUTION NO. _____
A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA
AUTHORIZING THE CITY MANAGER TO MODIFY PARKING
REGULATIONS ON MARTIN AVENUE BETWEEN LAFAYETTE
STREET AND DE LA CRUZ BOULEVARD
WHEREAS, the City of Santa Clara Bicycle Plan Update 2018 was approved and adopted by the Council on September 24, 2019 under Resolution No. 19-8761; WHEREAS, Class IV Protected and Buffered Bicycle Lanes on Martin Avenue was a recommendation within the adopted Bicycle Plan Update 2018; WHEREAS, the City established certain parking regulations on Martin Avenue between Lafayette Street and De La Cruz Boulevard;
WHEREAS, Public Works staff determined that a modification to the existing parking regulations is necessary to accommodate the proposed Class IV Protected and Buffered Bicycle Lanes on the southside of Martin Avenue between Lafayette Street and De La Cruz Boulevard and maintain four travel lanes; and
WHEREAS, the City intends to establish new parking regulations on Martin Avenue between Lafayette Street and De La Cruz Boulevard based on City Public Works staff findings.
NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. The City Manager is authorized to establish a “No Stopping Anytime” zone along the southside of Martin Avenue from Lafayette Street to De La Cruz Boulevard and adjacent to the driveways along the northside of Martin Avenue from Lafayette Street to De La Cruz Boulevard as needed to implement Class IV Protected and Buffered Bicycle Lanes on the southside of Martin Avenue between Lafayette Street and De La Cruz Boulevard and maintain four travel lanes.
2. 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 ___ DAY OF _________, 2024, BY THE FOLLOWING VOTE:
Resolution Authorizing the City Manager to Modify Parking Regulations on Martin Avenue between Lafayette Street and De La Cruz Boulevard Page 2 of 2
Rev: 11/22/17
AYES: COUNCILORS:
NOES: COUNCILORS:
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
ATTEST: ______________________________
NORA PIMENTEL, MMC
ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Attachments incorporated by reference:
None
S:\Attorney\RESOLUTIONS\Form Resolution-City.doc
Resolution Authorizing the City Manager to Establish No Parking Zones along Walsh Avenue between San Tomas Expressway and Lafayette Street and Martin Avenue between Lafayette Street and De La Cruz Boulevard Rev: 11/22/17 Page 1 of 2
RESOLUTION NO. _____
A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA
AUTHORIZING THE MANAGER TO ESTABLISH NO PARKING
ZONES ON WALSH AVENUE BETWEEN SAN TOMAS
EXPRESSWAY AND LAFAYETTE STREET AND ON MARTIN
AVENUE BETWEEN LAFAYETTE STREET AND DE LA CRUZ
BOULEVARD
WHEREAS, the City of Santa Clara Bicycle Plan Update 2018 was approved and adopted by the Council on September 24, 2019 under Resolution No. 19-8761; WHEREAS, a Class IV Protected and Buffered Bicycle Lanes on Walsh Avenue was a recommendation within the adopted Bicycle Plan Update 2018; WHEREAS, Class IV Protected and Buffered Bicycle Lanes on Martin Avenue was a recommendation within the adopted Bicycle Plan Update 2018; WHEREAS, the City established certain parking regulations on Walsh Avenue between San Tomas Expressway and Lafayette Street;
WHEREAS, the City established certain parking regulations on Martin Avenue between Lafayette Street and De La Cruz Boulevard;
WHEREAS, Public Works staff determined that a modification to the existing parking regulations is necessary to accommodate the proposed bicycle facilities on Walsh Avenue and Martin Avenue; and
WHEREAS, the City intends to establish new parking regulations as necessary on Walsh Avenue between San Tomas Expressway and Lafayette Street and on Martin Avenue between Lafayette Street and De La Cruz Boulevard based on City Public Works staff findings.
NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. That the City Manager, or designee, is authorized to establish no parking zones as necessary on Walsh Avenue between San Tomas Expressway and Lafayette Street and on Martin Avenue between Lafayette Street and De La Cruz Boulevard to implement the City Council’s approved roadway designs and support the safe movement of traffic.
Resolution Authorizing the City Manager to Establish No Parking Zones along Walsh Avenue between San Tomas Expressway and Lafayette Street and Martin Avenue between Lafayette Street and De La Cruz Boulevard Rev: 11/22/17 Page 2 of 2
2. 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 ___ DAY OF _________, 2024, BY THE FOLLOWING VOTE:
AYES: COUNCILORS:
NOES: COUNCILORS:
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
ATTEST: ______________________________
NORA PIMENTEL, MMC
ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Attachments incorporated by reference:
None
S:\Attorney\RESOLUTIONS\Form Resolution-City.doc
City of Santa Clara
Agenda Report
1500 Warburton Avenue
Santa Clara, CA 95050
santaclaraca.gov
@SantaClaraCity
24-515 Agenda Date: 10/22/2024
REPORT TO COUNCIL
SUBJECT
Action on Resolutions Accepting the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study, Selecting a Preferred Design Concept and, as Appropriate, Taking Related Actions Regarding Parking and Curb Modifications
COUNCIL PILLAR
Deliver and Enhance High-Quality Efficient Services and Infrastructure
EXECUTIVE SUMMARY
The De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study (Study) is a planning-level document that identifies 1.5 miles of potential bicycle improvements along De La Cruz Boulevard between Central Expressway and Lafayette Street and 0.5 miles of Coleman Avenue between Reed Street and Brokaw Road. 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 transportation. Concepts have been developed for adding bicycle facilities along De La Cruz Boulevard (which include potential parking removals) and Coleman Avenue.
Additionally, the Study analyzed the feasibility of adding bicycle improvements to the existing tri-level structure which functions as a three-directional interchange with overlapping ramps to connect De La Cruz Boulevard to Lafayette Street and Coleman Avenue.
These proposed concepts and improvements were developed based on analysis of both corridors, recommendations in the Santa Clara Bicycle Plan, engagement with several committees and commissions, and robust public outreach efforts. Development of the Study included significant community participation and feedback, most notably through the support of the City’s Bicycle and Pedestrian Advisory Committee (BPAC). It should be noted that the Study is only a planning-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.
BACKGROUND
The City received a grant award from the Santa Clara Valley Transportation Authority (VTA) in the 2016 Measure B Bicycle/Pedestrian Planning Studies competitive grant program for the Study.
Bicycle improvements along De La Cruz Boulevard and Coleman Avenue are priority projects in the Santa Clara Bicycle Plan, and Council approved a professional services agreement for the Study with Kimley-Horn, Inc. Work on the project began in January 2023.
The effort has been coordinated with the City’s BPAC, Senior Advisory Commission, Parks and Recreation Commission, Youth Commission, various stakeholders, and the public. The Study was a regular item on the BPAC Agenda, with input and feedback provided at four separate meetings. On June 17, 2024, the BPAC reviewed the final draft and voted to recommend that City Council consider City of Santa Clara Printed on 10/18/2024Page 1 of 12
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adopting the Study and recommended a preferred design option.
The Study provides draft roadway concepts and potential enhancements to improve bicycling along De La Cruz Boulevard and Coleman Avenue consistent with the Santa Clara Bicycle Plan. Adopting this Study and selecting a design concept will allow the City to apply for grant funds such as the VTA 2016 Measure B Bicycle and Pedestrian Program or the California Transportation Commission Active Transportation Program (ATP) in order to move forward with design and construction. Additionally, by studying potential design concepts to implement new bicycle facilities, the Study will help promote and advance the City’s Complete Streets Policy, which has a goal of creating and maintaining streets that provide safe, comfortable, and convenient travel through a comprehensive integrated transportation network that serving all modes of transportation.
DISCUSSION
This planning level document focuses on a 1.5-mile section of De La Cruz Boulevard between Central Expressway and Lafayette Street and a 0.5-mile section of Coleman Avenue between Reed Street and Brokaw Road. The Study identifies options for bicycle improvements to expand the existing bicycle network, fill in gaps, provide greater connectivity to public transportation, increase mobility, and encourage the public to choose more sustainable modes of transportation. It also includes potential options for parking removal along De La Cruz Boulevard.
As shown in Attachment 1, the Study Area connects to other local and regional bikeways in the area and would serve as a key link in the Santa Clara bike network. The De La Cruz Boulevard/Coleman Avenue Bikeway would connect to:
· US 101/De La Cruz/Trimble Interchange shared-use Class I path which connects to the Guadalupe River Trail (substantially complete)
· Walsh/Martin Class IV Bikeway Study (in planning)
· Lafayette Street Class IV Bikeway and Pavement Rehabilitation Project (in design) · New bike lanes on Coleman Avenue south of Brokaw Road and on Brokaw Road, as part of the Gateway Crossings project (in construction)
· Santa Clara Station Focus Area Plan (in planning)
· El Camino Real Class IV Bike Lanes (begin design phase in FY 2024-25) The Study (Attachment 2) is divided into five chapters which include:
1. Introduction and Background
2. Existing Conditions
3. Corridor Alternative Concepts and Analyses
4. Community Engagement
5. Recommendations
An Appendix is also included with detailed information on existing conditions, an analysis of the existing tri-level structure, parking utilization analysis, speed survey results, community survey results, and community engagement material. The Study Appendix can be downloaded from the project webpage: <
https://www.santaclaraca.gov/our-city/departments-g-z/public-works/engineering/traffic- engineering/de-la-cruz-boulevard-coleman-avenue-bikeway-planning-study> . Each Study chapter is
summarized below.
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Introduction and Background
The Study supports the City’s Climate Action Plan by identifying strategies to improve connectivity for people biking and walking while encouraging mode shifts from vehicles toward more sustainable modes such as biking and walking.
Both the City of Santa Clara and the Santa Clara Valley Transportation Authority (VTA) have adopted plans highlighting the need for bicycle facilities on De La Cruz Boulevard and Coleman Avenue to improve local and regional bike access. The Santa Clara Bicycle Plan identifies a Class IV protected and buffered bikeway along both corridors. Additionally, De La Cruz Boulevard and Coleman Avenue are identified as part of future priority “Cross County Bicycle Corridors” in the VTA’s Santa Clara Countywide Bicycle Plan Update 2018.
Existing Conditions
De La Cruz Boulevard and Coleman Avenue serve as important north-south transportation corridors between US 101, El Camino Real (SR 82), and Interstate 880. The study area is bordered by the San Jose Airport, various industrial and commercial spaces, residential uses closer to Lafayette Street, and Costco Wholesale closer to the south.
De La Cruz Boulevard
: De La Cruz Boulevard between Central Expressway and Reed Street is a six- lane roadway with a 40-mph speed limit. The roadway is divided by a landscaped median island in the northern portion and a two-way center left-turn lane along the southern portion. Additional width at both edges of the roadway is dedicated to on-street parking or emergency roadside shoulders.
There are currently no dedicated bicycle facilities on De La Cruz Boulevard.
Tri-Level Structure
: At Reed Street, De La Cruz Boulevard transitions into an existing tri-level structure which functions as a three-directional interchange with overlapping ramps to connect De La Cruz Boulevard to Lafayette Street and Coleman Avenue. The southwestern leg of the tri-level consists of a long bridge spanning the Caltrain and Altamont Corridor Express (ACE) rail corridors.
Coleman Avenue
: South of the tri-level, De La Cruz Boulevard becomes Coleman Avenue which is a seven-lane roadway (three travel lanes in each direction plus a right-turn only lane) with a 40-mph speed limit. This portion of Coleman Avenue that is included in the Study, which ends at Brokaw Road, also has an existing two-way center left-turn lane and does not have dedicated bicycle facilities or parking.
Staff collected data and completed traffic analyses to evaluate the existing conditions on the roadway across key metrics including safety, parking, and vehicle speeds. This analysis helped set a baseline for considering design concepts and identifying potential trade-offs between these design concepts compared to the existing roadway configuration. It is important to note that due to the high volume of traffic, including a significant number of oversized vehicles serving industrial areas around De La Cruz Boulevard and Coleman Avenue, lane removals were not considered for the Study and consequently, a traffic operations analysis to analyze any changes to Level of Service (LOS) was not required.
Safety
Recent available collision data was analyzed for the period between 2017 and 2022. This analysis found a total of 73 reported collisions occurred on De La Cruz Boulevard during this timeframe. Of the 73 collisions, one collision involved a bicyclist, one involved a pedestrian, and 10 of those City of Santa Clara Printed on 10/18/2024Page 3 of 12
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collisions resulted in injury.
On the tri-level, six reported collisions occurred during this timeframe, with one resulting in visible injuries. No collisions involving bicyclists or pedestrians were reported on the tri-level. For Coleman Avenue, 28 reported collisions occurred during the timeframe, with six resulting in visible injuries, one collision involving a pedestrian and no collisions involving a bicyclist.
Vehicle Speeds
Speed data was collected on De La Cruz Boulevard and Coleman Avenue during non-peak periods.
Both roadways have a speed limit of 40-mph. The De La Cruz Boulevard speed survey data found that the 85
th percentile speed (the speed at which 85 percent of all motorists travel at or below) is 47 mph. On Coleman Avenue, the 85th percentile speed is 50 mph.
Parking Analysis
A parking analysis was completed to determine parking occupancy only along De La Cruz Boulevard as there is no parking on the tri-level or Coleman Avenue. Parking counts were collected on De La Cruz Boulevard and on side streets (within 500 feet of each street) from March 30 to April 5, 2023, from 7 a.m.-7 p.m. and 11 p.m.- 2 a.m. Overall, 67 percent of parking spaces were available on De La Cruz Boulevard and side streets.
Tri-Level Analysis and Updated Study Scope
Due to the complex configuration and significant traffic volume on the tri-level, an extensive evaluation was completed to determine the feasibility of installing bicycle facilities on the structure.
The evaluation concluded that it would not be feasible or safe to construct Class IV protected and buffered bicycle facilities on the tri-level due to the following factors:
· High vehicle speeds and volumes
· Limited sight distance
· Certain roadway widths too narrow to provide protected bicycle facilities · Large elevation changes that would be challenging for some bicyclists · Multiple bridge structures
· Many convergence and divergence points
· Many potential conflict points between bicyclist and vehicles Based on these factors, staff modified the Study scope to focus on providing bicycle facilities to facilitate travel along De La Cruz Boulevard through a portion of the tri-level and along the east side of Coleman Avenue toward Brokaw Road (as shown in Attachment 3).
De La Cruz Boulevard Potential Concepts
The Study identifies potential concepts for De La Cruz Boulevard based on feedback from the community, commissions, committees, and Council (Attachment 4). It is important to note that to incorporate the proposed bicycle protection, the concepts show the installation of a vertical post or curb in the roadway between the bicyclist and vehicle travel lanes. This design will narrow the available space for City street sweeping operations and will necessitate a modification to current street sweeping operations along De La Cruz Boulevard.
Each concept is summarized below and is separated by typical sections of De La Cruz Boulevard City of Santa Clara Printed on 10/18/2024Page 4 of 12
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based on the varying roadway characteristics:
DE LA CRUZ BOULEVARD - Central Expressway to Martin Avenue Existing Conditions/No Build
This scenario does not implement any improvements on this section of De La Cruz Boulevard and maintains the existing condition. No bicycle facilities are provided along the corridor. There are six vehicle lanes, a raised center median island or striped two-way center turn lane, parking on the west side of the roadway, and a shoulder on the east side of the roadway.
Protected/Buffered Bicycle Lanes, No Parking
This concept maintains six travel lanes, the existing raised center median island and two-way center turn lane, has no parking, and adds a protected and buffered (Class IV) bikeway on both sides of the street with seven feet of bikeway and three feet of buffer with vertical roadway posts or curb. To implement this concept, travel lanes are narrowed, the existing parking on the west side of the street is removed, and the roadway shoulder on the east side of the street is removed.
Removing these roadway features provides the necessary space to add the bicycle improvements.
Two-Way Cycle Track, No Parking
This concept maintains six travel lanes, the existing raised median island, and roadway shoulder on the east side of the street. The two-way center turn lane is narrowed, parking on the westside of the street is removed, and a two-way cycle track, including buffer along the west side of De La Cruz Boulevard, is installed. The buffer for the two-way cycle track (area between cycle track and vehicle lanes) would include a vertical roadway post or a curb. This two-way cycle track would connect directly to the shared use path recently completed as part of the US 101/De La Cruz/Trimble Interchange project north of Central Expressway.
DE LA CRUZ BOULEVARD - Martin Avenue to Reed Street
Existing Conditions/No Build
This scenario does not implement any improvements to this section of De La Cruz Boulevard and maintains the existing condition. No bicycle facilities are provided along the corridor. There are six vehicle lanes, a two-way center turn lane, and parking on both sides of the roadway.
Protected/Buffered and Parking Protected Bicycle Lanes
This concept maintains six travel lanes and the existing two-way center turn lane, removes parking from the west side of the street, adds a protected and buffered (Class IV) bikeway to the west side of the street (six feet of bikeway and two feet of buffer with vertical roadway posts), and adds a parking protected bikeway on the east side of the street. The parking protected bikeway is achieved by shifting the parking towards the center of the street to act as a vertical separation between the bikeway and the vehicle lane. It is recommended that additional parking restrictions be implemented on the east side of the street next to driveways and intersections to increase the visibility of cyclists on the parking protected portion of the roadway. A two-way cycle track on one side of the street was not recommended for this segment because there are retail land uses on both sides of the street and driveways which would create a higher risk of potential conflicts between bicyclists and vehicles.
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Coleman Avenue Potential Concepts
The Study identifies potential concepts for the east side of Coleman Avenue based on feedback from the community, commissions, committees, and Council (Attachment 4). The concepts show the installation of vertical posts or curbs on the east side of Coleman Avenue between the bicyclist and vehicle lanes to create protection for bicyclists. This design will narrow the available space for City street sweeping operations and will necessitate a modification to current street sweeping operations along Coleman Avenue.
Each concept is summarized below and is separated based on the varying roadway characteristics of Coleman Avenue:
COLEMAN AVENUE - Reed Street through the Tri-Level
Existing Conditions/No Build
This scenario does not implement any improvements on this section of Coleman Avenue and maintains the existing condition. No bicycle facilities are provided along the corridor.
South of Reed Street, Coleman Avenue is part of the tri-level and splits into two separated elevated roadways (northbound and southbound). Each separated roadway has two lanes of one- way traffic. The northbound section of Coleman Avenue (on the east side of the tri-level) is the section of Coleman that was studied for potential bicycle improvements and has two vehicle lanes in one direction and a roadway shoulder. This stretch of roadway connects De La Cruz Boulevard to Coleman Avenue toward Brokaw Road.
Two-Way Cycle Track, No Shoulder
This concept improves the northbound separated portion of Coleman Avenue maintaining two travel lanes in one direction, removing the existing roadway shoulder, and adding a two-way cycle track and buffer next to the existing sidewalk. The buffer for the two-way cycle track (area between cycle track and vehicle lanes) would include a vertical roadway post or a curb. This two- way cycle track would allow bicycle travel in both directions on one side of the roadway. To implement this concept, travel lanes and the two-way center turn lanes are narrowed, and the roadway shoulder is removed. Removing these roadway features provides the necessary space to add these bicycle improvements.
COLEMAN AVENUE - South of Tri-Level to Brokaw Road
Existing Conditions/No Build
This scenario does not implement any improvements to this section of Coleman Avenue and maintains the existing condition. No bicycle facilities are provided along the corridor. There are six through lanes, one right turn only lane, a two-way center turn lane, an existing roadway shoulder, and no parking.
Two-Way Cycle Track, No Shoulder
This concept maintains six through lanes, one right turn only lane, a two-way center turn lane, has no parking, and adds a two-way cycle track and buffer on one side of the roadway (opposite side of the street from Costco Wholesale).
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Two Overall Corridor Concepts
Based on the proposed concepts listed above by roadway section, there are two overall corridor concepts for consideration as shown in Attachment 5.
Corridor Concept A
: The key roadway features of this concept are shown in Table 1 below. This concept includes protected bicycle lanes on both sides of De La Cruz Boulevard from Central Expressway to Reed Street and a two-way cycle track on one side of Coleman Avenue from Reed Street to Brokaw Road.
Table 1: Corridor Concept A
Roadway Section Bicycle Facilities Parking
De La Cruz Boulevard (Central
Expy to Martin Ave)
Class IV Protected Lanes
on both sides
No parking
De La Cruz Boulevard (Martin
Ave to Reed St)
Class IV Protected Lane
on west side and Parking
Protected on the east side
Parking on east
side only
Coleman Avenue (Reed St
through the Tri-Level)
Two-way protected cycle
track on one side of
roadway
No parking
Coleman Avenue (S/o Tri-Level
to Brokaw Rd)
Two-way protected cycle
track on one side of
roadway
No parking
Corridor Concept B: The key roadway features of this concept are shown in Table 2 below. This concept provides a two-way cycle track on the west side of De La Cruz Boulevard (between Central Expressway to Martin Avenue), which aligns with the Class I shared use path recently completed on De La Cruz Boulevard north of Central Expressway under the US 101/De La Cruz/Trimble Interchange project.
On De La Cruz Boulevard, between Martin Avenue and Reed Street, protected bicycle lanes are provided on both sides of De La Cruz Boulevard from Central Expressway to Reed Street and a two- way cycle track on one side of Coleman Avenue (from Reed Street to Brokaw Road).
Table 2: Corridor Concept B
Roadway Section Bicycle Facilities Parking
De La Cruz Boulevard (Central
Expy to Martin Ave)
Two-way protected cycle
track on one side of
roadway
No parking
De La Cruz Boulevard (Martin
Ave to Reed St)
Class IV protected lane on
west side and parking
protected on the east side
Parking on east
side only
Coleman Avenue (Reed St
through the Tri-Level)
Two-way protected cycle
track on one side of
roadway
No parking
Coleman Avenue (S/o Tri-Level
to Brokaw Rd)
Two-way protected cycle
track on one side of
roadway
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Roadway Section Bicycle Facilities Parking
De La Cruz Boulevard (Central
Expy to Martin Ave)
Two-way protected cycle
track on one side of
roadway
No parking
De La Cruz Boulevard (Martin
Ave to Reed St)
Class IV protected lane on
west side and parking
protected on the east side
Parking on east
side only
Coleman Avenue (Reed St
through the Tri-Level)
Two-way protected cycle
track on one side of
roadway
No parking
Coleman Avenue (S/o Tri-Level
to Brokaw Rd)
Two-way protected cycle
track on one side of
roadway
No parking
Comparison of Concept A and Concept B: The difference between Concept A and Concept B is specific to the section of De La Cruz Boulevard from Central Expressway to Martin Avenue. For this section of De La Cruz Boulevard, Concept A includes Class IV protected and buffered bicycle lanes on both sides of the street, while Concept B includes a two-way cycle track on the west side of the street.
Intersection Crossings
As shown in the two overall corridor concepts, there are points along the De La Cruz Boulevard/Coleman Avenue corridor that require bicyclists to cross an intersection to access protected bicycle facilities. This is primarily due to the existing Class I path on the west side of De La Cruz Boulevard (north of Central Expressway) and the proposed two-way cycle track on the east side of Coleman Avenue. To facilitate these bicycle crossings, the Study recommends the installation of protected intersection improvements and bicycle signals to reduce potential conflicts between bicyclists and vehicles. Samples of potential intersection improvements are included in Attachment 6.
Transportation Analysis and Potential Benefits
The City completed an in-depth transportation analysis to evaluate the potential benefits and impacts associated with each design concept. As this Study did not include vehicle lane reductions due to the high volume of traffic along these corridors, this analysis focused on key metrics such as potential collision reduction, potential speed reduction, parking availability, and potential Vehicle Miles Traveled (VMT) reduction. A summary table of the transportation analysis results and potential benefits for De La Cruz Boulevard and Coleman Avenue are included as Attachment 7 and Attachment 8.
Community Engagement
Community engagement was a major component of developing the Study and a variety of outreach strategies were used to seek input from stakeholders. Outreach was conducted during three phases of the project: existing conditions, concept development, and revised concepts. The following outreach methods were implemented over the course of Study development:
· Dedicated project website, phone number, and email address · 3,000 postcards mailed to residents/businesses along the corridor (over 3 outreach rounds) · Ten project informational roadway signs along the corridor (with QR code to City Website) · Social media posts (i.e., Facebook, Twitter, Nextdoor) · Inside Santa Clara articles
· City Hall News articles
· Three virtual community workshops
· Four Bicycle and Pedestrian Advisory Committee (BPAC) meetings · One Senior Advisory Commission meeting
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· One Parks and Recreation Commission meeting
· One Youth Commission meeting
· Two City Council small study sessions
· Four “pop-up” City Events (Bike to Work Day, Art & Wine Festival, Christmas Tree Lighting Ceremony, Caltrain Station)
· Three online surveys
· Site visit with BPAC
All community workshop presentations, recordings, and online surveys were posted on the project website.
Outreach Summary
Businesses, residents, and community members were provided multiple opportunities to provide feedback on the Study. Three surveys that covered both roadways were completed during the Study.
The third and final online survey was open from January to February 2024 and received 41 public responses.
A summary of the voting results is provided in Table 3 below.
Table 3: Corridor Concept Preference Survey Summary
Roadway Concept % of First choice
votes*
Existing Conditions/No Build 8%
Corridor Concept A 58%
Corridor Concept B 34%
*Ranked choice voting
Implementation
Low and high end cost estimate ranges (in 2024 dollars) for the design and construction of each corridor concept were developed and are summarized in Table 4 below. At the lower end, the estimates reflect more “quick-build” features, such as flexible post delineators, and less extensive intersection improvements. At the higher end, the estimates reflect more permanent features, such as a full-depth median, and more extensive intersection improvements.
Table 4 - Low and High End Cost Estimates Per Corridor Concept Low End Cost
Estimate
High End
Cost
Estimate
Corridor Concept A $6.2 M $13.1 M
Corridor Concept B $6.2 M $13.3 M
*Estimates are in 2024 dollars.
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Funding
Currently, there is no funding identified to design and construct any of the alternatives identified in the Study. If the Council selects a preferred concept, staff will begin the process to pursue funding opportunities for future design and construction phases.
These opportunities include:
· Local and Regional Grant Programs
o VTA 2016 Measure B
o Transportation Fund for Clean Air County Program Manager Fund o One Bay Area Grant
o Transportation Development Act Article 3
· State & Federal Grant Programs
o California Active Transportation Program (ATP)
o Highway Safety Improvement Program
o Office of Traffic Safety Grant
o Safe Streets and Roads for All (SS4A)
o Road Maintenance and Rehabilitation Program
Bicycle and Pedestrian Advisory Committee (BPAC) Meeting and Feedback On June 17, 2024, the City’s BPAC reviewed the final draft Study and voted by majority (five yes, zero no, four absent) to recommend that the City Council adopt a resolution accepting the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study.
The BPAC also voted by majority (five yes, zero no, four absent) to recommend Corridor Concept B as the preferred alternative. The BPAC discussed this concept as a safer transition for bicyclists from the east side of the street to the west side of the street at the intersection of De La Cruz Boulevard and Martin Avenue versus at Central Expressway. This concept acts as a continuation of the Class I shared use path at the US 101/De La Cruz/Trimble Interchange.
Additional Buffered Bicycle Lane Design Concept
: Based on previous Council and BPAC concerns
and feedback on proposed parking-protected bicycle facilities, staff prepared an additional roadway concept where parking is preserved along De La Cruz Boulevard between Martin Avenue and Reed Street. Although this design concept does not include protected bicycle facilities on the east side of De La Cruz Boulevard as proposed in the Santa Clara Bicycle Plan, this concept does provide enhanced bicycle facilities with a buffered bicycle lane (Class IIB) while maintaining parking along the curb as shown in Attachment 9.
Staff Recommendation
Based on a review of the concepts analysis findings, adjacent land uses, community input, and BPAC recommendation, staff recommends Corridor Concept B. This concept would act as a continuation of the recently constructed US 101/De La Cruz/Trimble Interchange Class I shared-use path City of Santa Clara Printed on 10/18/2024Page 10 of 12
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providing an opportunity for bicyclists to remain on the west side of De La Cruz Boulevard when crossing Central Expressway. Additionally with Concept B, northbound bicyclists would transition from the east side of the street to the west side of the street at Martin Avenue which is a less congested cross-street than Central Expressway.
ENVIRONMENTAL REVIEW
The action being considered to adopt the Study does not constitute a “project” within the meaning of California Environmental Quality Act (“CEQA”) pursuant to California Code of Regulations Section 15378(a) as it has no potential for resulting in either direct physical change in the environment or a reasonably foreseeable indirect physical change in the environment. Notwithstanding the foregoing, the Study is exempt from CEQA pursuant to Section 15262 of CEQA Guidelines as the Study is a planning document for future possible actions which the City has not yet approved, adopted, or funded. Future environmental review will take place should the Study move forward to design and construction.
The modification of parking regulations being considered is exempt from CEQA pursuant to CEQA Guidelines Section 15301(c) - Existing Facilities, as the activity consists of operation, repair, maintenance, permitting, leasing, licensing, or minor alteration of existing highways and streets, sidewalks, gutters, bicycle and pedestrian trains, and similar facilities involving negligible or no expansion of use beyond that existing at the time of the lead agency’s determination.
FISCAL IMPACT
There is no immediate fiscal impact resulting from adoption of the Study. However, by adopting this Study, the City will increase its eligibility for grant funds to implement a preferred design concept, should one be selected by City Council. It is important to note that there will be future costs associated with implementing any of the proposed design concepts contained within the Study. The design and construction costs associated for the design concepts range from $6.2 to $13.3 million (in 2024 dollars). There is currently no dedicated funding source to design or construct any of the design concepts; however, staff can explore potential grant sources to fund the design and construction of a design concept, should one get selected by Council. Additionally, depending upon the Council selection, the preferred concepts could require a modification to the City street sweeping operations which may include the purchase of new equipment (i.e. smaller street sweeper) or new contractual services. If necessary, any additional costs will be proposed as a part of a future annual operating budget process once design and construction funding is obtained.
COORDINATION
The Study has been coordinated with the City Attorney’s Office, Community Development Department, Finance Department, BPAC, Senior Advisory Commission, Youth Advisory Commission, and Parks and Recreation Commission.
PUBLIC CONTACT
Public contact was made by posting the Council agenda on the City’s official-notice bulletin board outside City Hall Council Chambers. A complete agenda packet is available on the City’s website and in the City Clerk’s Office at least 72 hours prior to a Regular Meeting and 24 hours prior to a Special Meeting. A hard copy of any agenda report may be requested by contacting the City Clerk’s Office at (408) 615-2220, email [email protected] < mailto:[email protected]> or at the
public information desk at any City of Santa Clara public library.
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In early October, staff mailed notices to the businesses adjacent to the project corridor and utilized social media and City Hall News to distribute information regarding the October 22, 2024 City Council meeting regarding the Study and the potential parking removal design options.
ALTERNATIVES
1. Adopt a resolution accepting the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study.
2. Approve the No Build Option as the preferred alternative.
3. Approve Corridor Concept A as the preferred alternative and adopt a resolution amending parking regulations to remove on-street parking on the west side of De La Cruz Boulevard between Central Expressway and Reed Street.
4. Approve Corridor Concept B as the preferred alternative and adopt a resolution amending parking regulations to remove on-street parking on the west side of De La Cruz Boulevard between Central Expressway and Reed Street.
5. Adopt a resolution establishing no parking zones as necessary on De La Cruz Boulevard and Coleman Avenue to accommodate the approved bicycle facilities.
RECOMMENDATION
Alternatives 1, 4, and 5:
1. Adopt a resolution accepting the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study;
4. Approve Corridor Concept B as the preferred alternative and adopt a resolution amending parking regulations to remove on-street parking on the west side of De La Cruz Boulevard between Central Expressway and Reed Street; and
5. Adopt a resolution establishing no parking zones as necessary on De La Cruz Boulevard and Coleman Avenue to accommodate the approved bicycle facilities.
Reviewed by: Craig Mobeck, Director of Public Works
Approved by: Jovan Grogan, City Manager
ATTACHMENTS
1. Initial Project Study Area
2. De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study
3. Final Project Study Area
4. Design Concepts
5. Overall Corridor Concepts
6. Samples of Potential Intersection Improvements
7. Transportation Analysis Summary
8. Potential Benefits Summary
9. Additional De La Cruz Boulevard Buffered Bicycle Lane Design Concept
10.Resolution to Accept the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study
11.Resolution to Remove On-Street Parking on the Westside of De La Cruz Boulevard between Central Expressway and Reed Street
12. Resolution Establishing No Parking Zones as Necessary on De La Cruz Boulevard and Coleman Avenue to Accommodate the Approved Bicycle Facilities City of Santa Clara Printed on 10/18/2024Page 12 of 12
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Initial Project Study Area and Planned Transportation Network Improvements • •
Central Ex'-. l PY- . .._
• • •
US 101/De La Cruz Blvd/
Trimble Road Interchange
Improvement Project (2025 )
• •
•
•
Lafayette Protected
Bikeway Project (2023)
Walsh / Martin Avenue
Class IV Bikeway Study
Martin Ave
•
Mathew St
El Cam ino Real
Class IV Bike Lanes
-.. . -.
.
l•
' ' ' '.
I '
·--
. '
' ' .'
I
.
' .
'
.
'
Legend
,i • • Proposed/
, ,.,. Existing • Future
~ Two-Way Cycle Track
~ Class II Bike Lane
Class IV Cycle Track
,,,,,,•' Rail Line
c.C caltrain Station
Signalized Intersection
/ City Limits
' ----~-------'
' ' '
San Jose Mineta
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Study Area
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De La Cruz
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Coleman Avenue
Bikeway Planning
Study
DRAFT FINAL | September 2024
Prepared by:
Kimley >>> Horn The Center of What's Possible
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara i
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
Project Manager, Principal Transportation Planner
Ralph Garcia
Senior Civil Engineer
Consultant Team
Kimley-Horn
Alta Planning + Design
Commissions and Committees
Bicycle and Pedestrian Advisory Committee
Senior Advisory Commission
Parks and Recreation Commission
Youth Commission
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.
2016
MEASURE B
YA
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara ii
Table of Contents
01. Introduction and Background ..................... 1 Origins of the Study ..........................................................2 Study Objectives ................................................................2 Timeline ................................................................................ 3
02. Existing Conditions ......................................4 Roadway Configuration ................................................... 5 Study Area Observations .................................................6 Relevant Plans ...............................................................7 Safety .....................................................................................8 Parking Analysis ................................................................9
03. Corridor Alternative Concepts
and Analyses .............................................. 10 Existing Conditions/No Build ..................................... 11 Concept A ...........................................................................12 Concept B ...........................................................................14 Tri-Level ............................................................................ 22 Design Considerations .................................................. 24 Areas for Future Study ............................................. 24 Design Details ............................................................. 24 Corridor Transportation Analysis ............................ 26 Safety ............................................................................. 26 Parking.......................................................................... 26 Vehicle Miles Travelled Analysis .......................... 27 Planning-Level Cost Estimate ............................... 27 Alternatives Analysis Summary ........................... 27
04. Community Engagement ...........................29
Engagement Strategies ................................................. 30 Project Website, Hotline, and Email .................... 30 Roadway Signs ........................................................... 30 Site Visit (BPAC) ....................................................... 30 Committee/Commission Meetings .......................31 City Council ..................................................................31 Community Workshops ............................................31 Pop-up Events ............................................................. 32 Phase 1 Engagement Summary Findings ................33
Phase 2 Engagement Summary Findings ................33
Phase 3 Engagement Summary Findings ............... 34
05. Recommendations .....................................35 Draft Recommendations .............................................. 36 Next Steps & Funding .................................................... 36 Coordination with Relevant Projects ................... 36 Funding Options ........................................................ 36 Appendix A: Existing Conditions Memorandum
Appendix B: Tri-Level Considerations
Appendix C: Community Engagement Summaries
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara iii
List of Figures
Figure 1: Corridor Overview ......................................................................................................................2 Figure 2: Project Timeline .........................................................................................................................3 Figure 3: Transportation Network Improvements ..................................................................................... 6 Figure 4: Collision Summary Map .............................................................................................................8 Figure 6: De La Cruz Boulevard Parking Inventory.................................................................................... 9 Figure 7: Average Occupancy During Weekday Peak Parking Hour (Mon-Fri, 1-2 PM) ............................... 9 Figure 8: Concept A Overview ................................................................................................................ 13 Figure 9: Concept B Overview ................................................................................................................ 15 Figure 10: Concept Section Overview .................................................................................................... 16 Figure 11: Concept Section 1 ................................................................................................................... 17 Figure 12: Concept Section 2 .................................................................................................................. 18 Figure 13: Concept Section 3 ................................................................................................................. 19 Figure 14: Concept Section 4 ................................................................................................................ 20 Figure 15: Concept Section 5 .................................................................................................................. 21 Figure 16: Tri-Level Constraints .............................................................................................................. 23 Figure 17: Results from Community Preference Vote in Phase 3 Online Survey ...................................... 34 List of Tables
Table 1: Study Area Roadways ...................................................................................................................5 Table 2: Study Area Parking Utilization ..................................................................................................... 9 Table 3: Existing and Forecasted Parking Occupancy ............................................................................ 26 Table 4: Planning-Level Cost Estimate ....................................................................................................27 Table 5: Alternatives Analysis Summary ..................................................................................................27 Table 6: Alternatives Benefits Summary ................................................................................................. 28 Table 7: Funding Sources by Type ...........................................................................................................37
01. Introduction
and Background
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 2 Origins of the Study
In 2019, the City of Santa Clara approved and adopted
the Bicycle Master Plan Update 2018 in a continuing
effort to develop a robust network of bicycle facilities that are both accessible and comfortable for people of
all ages and abilities. The Plan identified several areas for further study, including feasibility assessments for bicycle facilities along key corridors within the City. As an outcome of those recommendations, and through
funding by the Santa Clara Valley Transportation
Agency's (VTA) Measure B grant program, the City of
Santa Clara is studying the feasibility of a bike facility on a 1.4-mile section of De La Cruz Boulevard between
Central Expressway and Lafayette Street and Coleman
Avenue between Reed Street and Brokaw Road.
Study Objectives
The De La Cruz Boulevard/Coleman Avenue Bikeway
Planning Study (“Study”) began in Winter 2023
to develop recommendations for bicycle facility
implementation on De La Cruz Boulevard and Coleman
Avenue (“Corridor”). Improvements identified in
this Study aim to provide a more comfortable biking
experience along the Corridor. Recommendations are
based on a thorough review of existing conditions and
community input collected throughout the project. The
area considered for this Study is shown in Figure 1.
The project is a high priority corridor in both the City and County Bicycle Plans. Additionally, the project would help implement the City’s Complete Streets Policy Resolution 18-8593 and achieve the goals of the City’s Climate Action Plan. At the heart of the Study, the project’s purpose is to enhance safety and comfort for everyone.
Parking data, collision records, in-person site visits, and other City data informed the preliminary project
analysis, which evaluated existing conditions, identifed opportunities and constraints within the Corridor, and
helped shape the concepts. In addition to analyzing
Project Goals
/ Install Class IV bicycle lanes on De La Cruz and Coleman / Create streets for everyone, no matter who they are or how they choose to travel
/ Provide convenient, comfortable, and connected
transportation choices
/ Understand community environment
Figure 1: Corridor Overview
San Jose Mineta
International Airport
Santa Clara University
De La Cruz Blvd
Central Expy
Brokaw Rd
Coleman Ave
Martin Ave
Robert Ave
Mathew St
Reed St
Lafayette St
Carl St
Benton Rd
El Camino Real
Lewis St
Legend
Rail Line
Caltrain Station
Signalized Intersection
City Limits
Study Area
Caltrain Corridor
ACE/Corridor Express
N
01. Introduction and
Background
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 3 transportation data, this Study also collected extensive input from the Santa Clara community and Bicycle and
Pedestrian Advisory Committee (BPAC) through three
rounds of community engagement. Engagement activities
such as public workshops, online surveys, and community pop-up events coincided with major project milestones,
allowing the project team to receive community and
BPAC feedback at each point of the Study.
Results from the analysis and community outreach events are summarized in this Study with additional information included as Appendices. The City Council will consider
design options and decide the best path forward given the collected community input and analysis findings.
Timeline
This Study began with data collection in Winter 2023
to gain an understanding of the existing conditions
within the Corridor, how the community currently
uses and accesses the study area, and the community’s
thoughts about current walking and biking conditions
along the facility. After the first project phase of data collection and community outreach, the project team
used the information gathered to develop preliminary
concepts for the Corridor. These concepts were shared
with the community and BPAC during the second
phase of community outreach. Feedback collected
from community members, BPAC members, and
City staff was then incorporated in the designs to
further refine the alternative concepts. These refined
concepts were then presented during the third round of
outreach, where BPAC and community members had an
opportunity to select their preferred alternative. This Study will be presented to BPAC and posted online for
community review and feedback during the fourth round
of outreach, before the project ultimately advances
to the City Council for determination of next steps.
Figure 2 shows the project timeline.
Figure 2: Project Timeline
WINTER SPRING SUMMER FALL
WINTER SPRING SUMMER FALL
2023 2024
Community
Outreach
Round #1
Informative Gathering &
Public Input
City Council
Review
Prepare
Project Report
Develop and Share
Concept Alternatives
Identify Preferred
Alternative
BPAC #1 BPAC #2 BPAC #3 BPAC #4
Community
Outreach
Round #3
Community
Outreach
Round #2
01. Introduction and Background
I I I I I I
02. Existing
Conditions
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 5 To evaluate the current conditions of the Corridor, the team performed an in-person site visit with members of the BPAC, reviewed collision records, and analyzed parking utilization data. Collision data provides an overview of the potential existing safety challenges within the Corridor, while parking occupancy data helps to understand the amount of on-street parking that is used along the Corridor. Key methodologies and findings from each analysis are summarized in the following sections and discussed in more detail in Appendix A: Existing Conditions Memorandum.
Roadway
Configuration
De La Cruz Boulevard and Coleman Avenue serves as
a crucial north-south connection between US 101, El
Camino Real (SR 82), and Interstate 880. Within the
study area, De La Cruz Boulevard is typically a six-
lane corridor with a 40-mph posted speed limit. The
roadway is divided by a median in the northern portion
and a two-way center left-turn lane along the southern
portion. Additional width at both edges of the roadway is dedicated to on-street parking or shoulders.
The Corridor is bordered by the San Jose Airport to
the east; other surrounding land uses consist largely
of industrial and commercial spaces. At Reed Street,
the roadway transitions into the tri-level portion
of the facility, where an interchange connects De
La Cruz Boulevard to Lewis Street and Coleman
Avenue, creating a three-directional interchange with
overlapping ramps. The southwestern leg of the tri-
level interchange consists of a long bridge spanning
the Caltrain and Altamont Corridor Express (ACE)
rail corridors. Additional characteristics of individual roadways within the study area, and crossing the project corridor, are noted in Table 1.
Table 1: Study Area Roadways
Roadway Roadway Cross Section Functional Classification (City of Santa Clara) Posted Speed Limit
De La Cruz Boulevard 6-lane divided,
~16’ median or TWLTL Arterial 40 mph
Coleman Avenue 6-lane divided,
~12’ median or TWLTL Arterial 40 mph
Central Expressway 6-lane divided,
~12’ median or TWLTL Expressway 50 mph
Martin Avenue 2-lane undivided E of De La Cruz Blvd
4-lane undivided W of De La Cruz Blvd Collector 25 mph
Robert Avenue 2-lane undivided Local Not Posted
Mathew Street 2-lane undivided Local Not Posted
Reed Street 2-lane undivided Local Not Posted
Brokaw Road 2-lane undivided Collector E of Coleman Ave, Local W of Coleman Ave 25 mph
Note:
TWLTL = two-way left-turn lane
02. Existing Conditions
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 6 As illustrated in Figure 3, the Corridor connects to other local and regional bikeways in the area and would serve as a key link in the Santa Clara bike network. The De La Cruz Boulevard/Coleman Avenue Bikeway would connect to:
• US 101/De La Cruz/Trimble Interchange shared-use
path (in construction)
» Connects to the Guadalupe River Trail
• Walsh/Martin Class IV Bikeway Study (in planning)
• New bike lanes on Coleman Avenue south of Brokaw
Road and on Brokaw Road, as part of the Gateway
Crossings project(in construction)
• Santa Clara Station Focus Area Plan (in planning)
Figure 3: Transportation Network Improvements
Lafayette Protected
Bikeway Project (2023)
San Jose Mineta
International Airport
US 101/De La Cruz Blvd/
Trimble Road Interchange
Improvement Project (2025)
Santa Clara University
Central Expy
Brokaw Rd
Martin Ave
Robert Ave
Mathew St
Reed St
Lafayette St
Carl St
Benton Rd
Legend
Existing
Proposed/
Future
Class II Bike Lane
Two-Way Cycle Track
Rail Line
Caltrain Station
Signalized Intersection
Walsh / Martin Avenue
Class IV Bikeway Study
El Camino Real
El Camino Real
Class IV Bike Lanes
Caltrain Station Ped/
Bike Crossing (Existing)
Gateway Crossings
(under construction)
Class IV Cycle Track
City Limits
Lewis St
VTA Central Bikeway
De La Cruz Blvd
Coleman Ave
N
Study Area
Observations
On March 20, 2023, the project team, accompanied by
City staff and BPAC members, conducted an in-person
site visit to assess existing conditions along the Corridor.
During the site walk, participants noted that the Corridor is designed primarily for vehicles with wide roadways,
large intersections, and fast-moving traffic. While the Corridor serves a key role in the vehicle network as a
north-south connection between US 101, El Camino
Real (SR 82), and Interstate 880 in eastern Santa Clara, the roadway is currently not comfortable for most
bicyclists due to high vehicle speeds and volumes,
lack of designated bike facilities, and an auto-oriented roadway design. Under existing conditions, the Corridor has limited to no dedicated space for people biking and non-continuous sidewalk with minimal intersection
amenities for people walking. Participants noted
several opportunities to increase comfort for all modes, including re-purposing existing, underutilized parking
space for dedicated, protected bicycle facilities to create a safer and more inviting environment for people biking.
North-facing view of Coleman Avenue from Brokaw Road
Intersection of Coleman Avenue and Brokaw Road looking south Project team investigates infrastructure on El Camino Real adjacent South-facing view of De La Cruz Boulevard at Martin Avenue
02. Existing Conditions
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 7 Relevant Plans
Recommendations developed as part of this Study build upon several previous planning efforts. The City’s General Plan (2010-2035) highlighted the De La Cruz facility as a bicycle corridor for future study, while the subsequent Santa Clara Valley Transportation Authority (VTA) Countywide Bicycle Plan identified the Corridor as a priority cross-county bicycle corridor. The City’s Bicycle Plan Update 2018 recommended a Class IV separated bikeway along De La Cruz Boulevard, in addition to a Class II bicycle lane along Coleman Avenue south of the tri-level interchange. This Study also supports and builds upon several key City policies, including strategy T2 from the Climate Action Plan, which seeks to expand clean mobility options and reduce reliance on single occupancy vehicles.
Several additional projects located around the Study corridor are being pursued by the City of Santa Clara and would further improve the nearby landscape of bicycle and pedestrian infrastructure. These projects will be discussed further in this report and are described in the Existing Conditions Memorandum, included as Appendix A.
Chapter 5 Santa Clara Countywide
Cross County Bicycle Corridors Bicycle Plan
Final Draft May 2018 37
Figure 5-4: Priority Cross County Bicycle Corridors
VTA Countywide Bicycle Plan, Priority Cross County Bicycle Corridors
CITY OF SANTA CLARA CLIMATE ACTION PLAN