Agenda packet — City Council and Authorities Concurrent, October 22, 2024 (part 6 of 6)

Transportation & Land Use
Transition to clean and efficient mobility options and transportation modes while maintaining accessibility and mobility for all.

Strategy T1 Transition vehicles to electric alternatives.

T-1-1 Community EV Blueprint implementation
T-1-2 EV charging for all new construction
T-1-3 City Fleet Electrification Plan implementation
T-1-4 Heavy duty electric trucks
T-1-5 Municipal charging infrastructure
Strategy T2 Expand clean mobility options and use of non-SOV transportation modes.

T-2-1 Pedestrian & Bicycle Master Plans implementation
T-2-2 Curb management improvements
T-2-3 Bike & shared mobility improvements
T-2-4 Transit gap & improvement study
Strategy T3 Advance sustainable land use.

T-3-1 TDM plan requirements
T-3-2 Sustainable development in underutilized non-residential areas T-3-3 Transit-oriented development
T-3-4 Telework
T-3-5 Transportation Analysis Policy compliance

Santa Clara Climate Action Plan, Transportation & Land Use Strategies Chapter 5 Santa Clara Countywide
Cross County Bicycle Corridors Bicycle Plan

Final Draft May 2018 37

Figure 5-4: Priority Cross County Bicycle Corridors

02. Existing Conditions
CCBCs
Priority CC BCs
All Ot her CCBCs
-
Passen ger Railway
cJ San ta C lara County
Light -Rail Trans it Stop
O Planned BART Station
0 Ca ltra in Stop
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 8 Safety
Collision data between 2017 and 2022 was reviewed
to understand collision patterns and safety trends
throughout the study area.

There were a total of 107 collisions that occurred within the study area during the last six years of available data, 36 of which resulted in injuries or complaints of pain.

Three collisions resulted in severe injuries within the observed time period, but no fatalities were observed.

Of the 107 total collisions, 63 were attributed to either unsafe speeds or improper turning maneuvers; 75
collisions occurred within 250-feet of an intersection
and 22 occurred along a roadway segment. Figure 4
depicts the locations of collisions that occurred between 2017 and 2022 within the study area. As shown in the
figure, the intersections of De La Cruz Boulevard with
Central Expressway and Martin Avenue had the most
collisions within the Corridor. The tri-level experienced the most roadway segment collisions.

The data noted two pedestrian-involved collisions,
which resulted in two visible injuries to pedestrians,
and one bicycle-involved collision, which resulted
in property damage only. It is noted that the low rate
of pedestrian and bicycle collisions in the study area
can possibly be attributed to limited existing walking
and biking infrastructure, which results in a limited
number of people who walk and bike along the Corridor.

Figure 5 displays a summary of the collision data.

Additional details and analysis regarding the collision data is available in Appendix A.

Figure 4: Collision Summary Map
Figure 5: Collision Data Summaries
Collisions by Severity (2017-2022)
13%
18% 66%
3% Property Damage Only
Complaint of Pain
Other Visible Injury
Severe Injury
Primary Collision Cause (2017-2022)
29%
12%
27%
32%
Unsafe Speed
Improper Turning
Auto ROW Violation
Other Causes

02. Existing Conditions
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 9 Parking Analysis
Parking data was collected over the course of a typical week to develop a comprehensive understanding of
usage and average occupancy. Data was collected along
the project corridor and adjacent side streets (within
500 feet of the Corridor) from March 30 to April 5,
2023, every 30 minutes, from 7am-7pm and 11pm-2am.

Figure 6 provides an overview of the parking inventory
analyzed for this evaluation.

Weekdays had higher parking occupancy than weekends,
consistent with typical patterns from the industrial and commercial uses that line the Corridor. The hour with
the highest average parking occupancy in the study area was weekdays from 1-2 pm. On average, 33% of parking
spaces within the study area were utilized during this
peak parking period, leaving two-thirds of the parking
inventory unoccupied. Notably, along De La Cruz
Boulevard, only around 13% of spaces were occupied
during the peak hour. Table 2 provides a summary of
the parking inventory and peak parking hour occupancy.

Figure 7 illustrates the peak parking hour occupancy.

This indicates that the study area on-street parking is typically underutilized, with plenty of available parking spaces; only a quarter of available spaces are expected to be occupied at a given time based on the full day’s
average. The parking analysis conducted for this Study is described further in Appendix A.

Table 2: Study Area Parking Utilization
On-Street
Parking
Location
Parking
Inventory1
Weekday
Peak Hour
Parking
Occupancy2
Observed
Weekday
Peak Hour
Utilization2
De La Cruz –
West Side 132 12 9%
De La Cruz –
East Side 61 12 20%
Side Streets –
West Side 134 78 58%
Side Streets –
East Side 166 62 38%
Total 493 164 33%
1 Approximate number of existing, available on-street parking spaces.

Actual inventory may vary based on the size and type of vehicles and parking efficiency.
2 Average parking utilization for the peak parking period during observations: Monday-Friday 1-2 PM
Figure 6: De La Cruz Boulevard Parking Inventory
Figure 7: Average Occupancy During Weekday
Peak Parking Hour (Mon-Fri, 1-2 PM)

02. Existing Conditions
Ma rtin Ave
RobenAve
A Centraf E.>py
Martin Ave
Legend
- NoParklng
- Parking Allowed
Par~ing Allowed. No Vet>icles >20'
loading Zone
legend
Average Occupancy
- 0-20%
- 21-40%
~1-60%
61-80%
- 81-100%

03. Corridor Alternative
Concepts and
Analyses
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 11 The project team developed two alternative concepts to meet the project goals. The concepts utilize the Corridor’s wide cross- section and underutilized parking to provide separated Class IV bike lanes along De La Cruz Boulevard and Coleman Avenue. Due to the existing conditions and roadway constraints south of Martin Avenue, both alternative concepts are the same south of Martin Avenue. Both concepts propose to maintain the existing number of vehicle travel lanes.

Each design concept, as well as the existing configuration or “No Build” scenario, is described briefly below and presented as an overview map and typical roadway cross sections. A summary comparison between design concepts is included at the end of the section.

Existing Conditions/No Build
North of Reed Street, De La Cruz Boulevard typically includes six vehicle lanes, a raised center median or turn lane, and parking or a shoulder on both sides of the street. There is intermittent sidewalk along the west side of the street and no sidewalk along the east side of the street. There are no existing bike facilities.

South of Reed Street, the roadway transitions to the tri-level interchange, where directional roadways and flyovers connect vehicles between De La Cruz Boulevard, Coleman Avenue, and Lewis Street. Southwest of the tri-level structure, De La Cruz Boulevard merges with Lewis Street to become a four-lane section with paved shoulders, crossing over El Camino Real. Directly south of the tri-level structure, De La Cruz Boulevard becomes Coleman Avenue, where it maintains a similar section with six through lanes, a two-way left-turn lane and sidewalk along both sides of the roadway. It is noted that cross-sections are not shown for several legs of the tri-level interchange due to improvement implementation challenges that will be discussed further in this section. Under the Existing Conditions/No Build scenario, no bike improvements would be provided on the Corridor.

Class IV Bikeways
Class IV Bikeways, which are also
referred to as Protected Bike Lanes,
Cycle Tracks, or Separated Bikeways,
provide a physical, vertical separation
element between motor vehicle traffic
and the bike lane. Examples of vertical
separation include: plastic posts,
bollards, medians, planters, raised
bumps, and parked cars.

03. Corridor Alternative
Concepts and Analyses
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 12 Concept A
Concept A proposes Class IV cycle tracks on each side of De La Cruz Boulevard between Central Expressway and Reed Street and a two-way cycle track on the east side of Coleman Avenue south of Reed Street to Brokaw Road. A two-way cycle track is proposed south of Reed Street to create a safer and more comfortable experience for people biking, allowing southbound bicyclists to avoid potential conflicts with vehicles merging from the tri-level and with vehicles entering and exiting the Costco parking lot.

Concept A proposes to narrow vehicle travel lanes and repurpose parking on the west side of the street (from Central Expressway to Reed Street) to create space for protected bike lanes. North of Reed Street, Concept A includes 6’-7’ wide bike lanes and 2’-3’ wide physical separation for the bike lanes, to create a comfortable, dedicated space for people biking. South of Reed Street, Concept A proposes a 10’- 12' wide two-way cycle track with 2’- 3 wide physical separation. Options for the physical separation element are discussed in more detail later in this report.

At signalized intersections, the project may implement protected intersection features and/or bike signals to help people biking cross safely and transition people biking between one-way/two-way cycle tracks.

With Concept A, northbound bicyclists would transition from the east side of the street to the west side of the street at Central Expressway to connect to the US 101/De La Cruz/Trimble Interchange Class I shared-use path (currently in construction). Concept A provides a more direct connection to Ewart Road (on-airport) for northbound cyclists than Concept B.

03. Corridor Alternative Concepts and Analyses
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 13 Figure 8: Concept A Overview
Corridor Concept A
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Concept A
January 2024
San Jose Mineta
International Airport
Santa Clara University
Mathew St
Central Expy
Brokaw Rd
Coleman Ave
Martin Ave
Reed St
Lafayette St
Benton Rd
El Camino Real
De La Cruz Blvd
Lewis St
Harrison St
Class IV Cycle Track
Class II Bike Lane
Rail Line
Caltrain Station
Signalized Intersection
Install Class IV Cycle Track
Two-Way Cycle Track
City Limits
Existing
Install Two-Way Cycle Track
Transition between two-way/
one-way bicycle facilities
Planned
Existing and Planned Bikeways
Legend
Carl St
0’ 1000’ 2000’ N
Consider bicycle signals. Enhance
bicycle connection with Ewert Road.

Consider bicycle signals.

Remove on-street
parking along west side.

Implement protected intersection features
to transition people biking from the
two-way cycle track to the one-way Class
IV cycle tracks, and vice versa.

Implement Class IV two-way cycle track along
the eastern side of Coleman Avenue. Consider
roadway signage and striping to help notify
drivers of two-way bicycle traffic.

Reduce width of travel lanes and two-way left-turn lane.

Remove parking on west side of street, use parking on the east side of the street to protect the proposed cycle track.

Implement protected intersection features
to transition people biking from the
two-way cycle track to the one-way Class
IV cycle tracks, and vice versa.

03. Corridor Alternative Concepts and Analyses
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 14 Concept B
Concept B proposes a two-way cycle track along the west side of De La Cruz Boulevard between Central Expressway and Martin Avenue, Class IV cycle tracks on each side of De La Cruz Boulevard between Martin Avenue and Reed Street, and a two-way cycle track on the east side of Coleman Avenue south of Reed Street. Concept B proposes to narrow vehicle travel lanes and repurpose parking on the west side of the street (from Central Expressway to Reed Street) to create space for protected bike lanes. North of Martin Avenue, Concept B includes a 10’ wide two-way cycle track with 2’ wide physical separation, serving as an extension to the facility proposed by the US 101-Trimble Interchange project. Between Martin Avenue and Reed Street, Concept B includes 6’ wide bike lanes and 2’-3’ wide physical separation for the bike lanes. South of Reed Street, Concept B also proposes a 10’- 12' wide two-way cycle track with 2’- 3' wide physical separation. Options for the physical separation element are discussed in more detail later in this report.

With Concept B, northbound bicyclists would transition from the east side of the street to the west side of the street at Martin Avenue. This may be a more comfortable location to cross than at Central Expressway , which is the crossing location for Concept A. Concept B provides more direct access to commercial destinations on the west side of De La Cruz Boulevard north of Martin Avenue, especially for northbound cyclists, than Concept A.

Please note, neither Concept A or Concept B propose a two-way cycle track between Martin Avenue and Reed Street due to the frequency of driveways and side streets on both sides of the street. Two-way cycle tracks are generally not recommended on commercial, high-speed corridors like this when there are frequent driveways as the result of a higher risk of potential conflicts between people biking and people driving who may not expect two-way bike traffic.

Additionally, the one-way cycle tracks provide convenient access to the adjacent retail land uses along both sides of the street between Martin Avenue and Reed Street.

03. Corridor Alternative Concepts and Analyses
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 15 Figure 9: Concept B Overview
Corridor Concept B
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Concept BJanuary 2024
San Jose Mineta
International Airport
Santa Clara University
Coleman Ave
Martin Ave
Mathew St
Reed St
Carl St
Benton Rd
De La Cruz Blvd
Central Expy
Lafayette St
Brokaw Rd
El Camino Real
Lewis St
Harrison St
Class IV Cycle Track
Class II Bike Lane
Rail Line
Caltrain Station
Signalized Intersection
Install Class IV Cycle Track
Two-Way Cycle Track
City Limits
Existing
Install Two-Way Cycle Track
Transition between two-way/
one-way bicycle facilities
Planned
Existing and Planned Bikeways
Legend
Re-stripe section to reduce width
of existing two-way left-turn lane.
0’ 1000’ 2000’ N
Implement protected intersection fea-
tures to transition people biking from the
two-way cycle track to the one-way
Class IV cycle tracks, and vice versa.

Install two-way Class IV cycle track on
western shoulder. Remove existing parking.

Consider roadway signage and striping to
help notify drivers of two-way bicycle traffic.

Reduce width of travel lanes and two-way left-turn lane.

Remove parking on west side of street, use parking on the east side of the street to protect the proposed cycle track.

Implement Class IV two-way cycle track along
the eastern side of Coleman Avenue. Consider
roadway signage and striping to help notify
drivers of two-way bicycle traffic.

Consider bicycle signals. Enhance
bicycle connection with Ewert Road.

03. Corridor Alternative Concepts and Analyses
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 16 Figure 10 illustrates the portion of the Corridor that each cross section represents. Figures 11 to 15 illustrate example roadway cross sections for Existing Conditions/No Build, Concept A, and Concept B.

Figure 10: Concept Section Overview
Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Proposed Sections | September 2023 Section Overview
De La Cruz Blvd
Central Expy
Coleman Ave
Martin Ave
Reed St
Lafayette St
El Camino Real
Benton Rd
Brokaw Rd
Capitol Corridor/ACE
Caltrain
Alviso St
1 2
3 5
4 N

03. Corridor Alternative Concepts and Analyses
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 17 Figure 11: Concept Section 1De La Cruz Boulevard and Coleman Avenue Bike Planning Project Section 1
Section Maps
Proposed Sections | September 2023
Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
1A
1B
Section 1 - Concept A
Section 1 - Concept B
1 De La Cruz Blvd: Central Expressway to Airport Technology Park 6 lanes, raised median, parking on west side
5’ 8’ 12’ 12’ 12’ 8’ 8’12’ 12’ 12’16’
5’ 7’ 3’ 3’12’ 11’ 11’ 7’ 8’11’ 11’ 12’16’
5’ 5’ 5’ 2’ 11’ 10.5’ 10.5’ 8’ 8’12’ 12’ 12’16’
Section 1 - Existing
De La Cruz Blvd: Central Expressway to Airport Technology Park 6 lanes, raised median, remove parking on west side, one-way Class IV protected bike lanes De La Cruz Blvd: Central Expressway to Airport Technology Park 6 lanes, raised median, remove parking on west side, two-way Class IV protected cycle track 104’
Airport Side
Airport Side
Airport Side
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
6 (12’)
N/A
16‘ raised
N/A
8’ (west side)
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
6 (11’-12‘)
7’ (Class IV)
16’ raised
3‘
None
Travel Lanes:

Bike Lane:

Median:

Buffer:

03. Corridor Alternative Concepts and Analyses
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 18 Figure 12: Concept Section 2
Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
Section 2
2 2A
2B
8’ 7’ 3’ 3’12’ 11’ 11’ 7’ 8’11’ 11’ 12’16’
8’ 5’ 5’ 2’ 11.5’ 11’ 11’ 8’ 8’12’ 12’ 12’

14.5’
8’ 8’ 12’ 12’ 12’ 8’ 8’12’ 12’ 12’16’
Section 2 - Concept A
De La Cruz Blvd: Airport Technology Park to Martin Avenue 6 lanes, TWLTL, parking on west side
Section 2 - Existing
De La Cruz Blvd: Airport Technology Park to Martin Avenue 6 lanes, TWLTL, remove parking on west side, one-way Class IV protected bike lanes 6 (12’)
N/A
16‘ TWLTL
N/A
8’ (west side)
6 (11’-12‘)
7’ (Class IV)
16’ TWLTL
3‘
None
Section 2 - Concept B
De La Cruz Blvd: Airport Technology Park to Martin Avenue 6 lanes, TWLTL, remove parking on west side, two-way Class IV protected cycle track Airport Side
Airport Side
Airport Side
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
6 (11’-11.5‘)
10’ (Class IV two-way)

14.5’ TWLTL
2‘
None
Proposed Sections | September 2023
104’
Shoulder
Shoulder
104’
104’
~1.5’
Reduce width of west side of TWLTL ~1.5’.

03. Corridor Alternative Concepts and Analyses
•
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 19 Figure 13: Concept Section 3
Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
Section 3
3 3A
4’ 6’ 2’ 3’12’ 11’ 11’ 8’ 6’2’6’11’ 11’ 12’11’
4’ 8’ 12’ 12’ 12’ 8’ 6’ 2’12’ 12’ 12’16’
De La Cruz Blvd: Martin Avenue to Reed Street
6 lanes, TWLTL, parking on both sides
Section 3 - Existing
Section 3 - Concept A//BB
De La Cruz Blvd: Martin Avenue to Reed Street
6 lanes, TWLTL, remove parking on west side, one-way Class IV protected bike lanes 6 (11’- 12’)
6’ (Class IV)
11’ TWLTL
2-3‘
None
104’
Airport Side
Airport Side
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
6 (12’)
N/A
16‘ TWLTL
N/A
8’ (both sides)
Proposed Sections | September 2023
3A: Vertical separation elements can help prevent automobiles from parking within the buffer space. 104’

03. Corridor Alternative Concepts and Analyses
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 20 Figure 14: Concept Section 4
Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
Section 4
4 4A
34’
8’
6’

13.5’ 12.5’
5’ 5’2’
6’
11’ 11’
NB Coleman Avenue: Tri-Level (Reed Street to S of Tri-Level) 2 lanes, paved shoulder
Section 4 - Existing
2 (12.5’-13.5‘)
N/A
N/A
N/A
None
Section 4 - Concept A//BB
NB Coleman Avenue: Tri-Level (Reed Street to S of Tri-Level) 2 lanes, two-way Class IV protected cycle track
2 11’
10’ (two-way Class IV)
N/A
2‘
None
34’
Airport Side
Airport Side
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
4A: Implement protected intersection features at the intersection of De LA Cruz Boulevard and Reed Street to help safely transition cyclists between the one-way and two-way Class IV facilities.

Proposed Sections | September 2023
Shoulder

03. Corridor Alternative Concepts and Analyses
•
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Bike lane Bike lane
6'
Sidewalk
6'
Sidewalk
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 21 Figure 15: Concept Section 5
Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
Section 5
5 108’
6’ 16’ 16’ 11.5’ 11.5’ 7’ 6’11.5’ 11.5’ 12’11’
6’ 13’ 13’ 11’ 11’ 3’ 6’ 6’ 6’11’ 11’ 12’11’
Coleman Avenue: S of Tri-Level to Brokaw Road
7 lanes, TWLTL, paved shoulder
Section 5 - Existing
7 (11.5’-16‘)
N/A
11’ TWLTL
N/A
None
Airport Side
Section 5 - Concept A//BB
7 (11’-13‘)
12’ (two-way Class IV)
11’ TWLTL
3‘
NoneColeman Avenue: S of Tri-Level to Brokaw Road
7 lanes, TWLTL, two-way Class IV protected cycle track
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
5A
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
5B: Consider a protected intersection at the intersection of Coleman Avenue and Brokaw Road to transition riders between one- and two-way facilities.

Airport Side
Proposed Sections | September 2023
108’
Shoulder

03. Corridor Alternative Concepts and Analyses
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara Figure 16: Tri-Level Constraints
Coleman Ave
De La Cruz Blvd
N
Bike connection difficult to facilitate without major
infrastructure changes; bike facilities not recommended Legend
Bike connection can be implemented with minor
infrastructure changes; consider further
0’ 300’ 600’
The Coleman Avenue northbound roadway segment is wide
enough to implement a northbound Class IV protected bike lane while protecting the existing travel lanes and curb lines.

The series of overlapping bridge spans present significant challenges to construct new improvements, as the columns and other supporting infrastructure would need to be
reconstructed to accommodate the changes.

Bridge Deck Vehicle Merge Zone
Implementing protected bike lanes along the existing tri-level segments with 20’-28’ curb-to-curb width would require re-purposing the shoulder, which can impede traffic operations. For instance, the ramp would be blocked in the event of a stalled vehicle.

The existing crash cushion creates a pinch
point along the roadway that would need to be
reconstructed to build high-quality bike facilities.

This would require expensive modifications to
the existing roadway, railing, and crash cushion.

The existing crash cushion creates a pinch
point along the roadway that would need to be
reconstructed to build high-quality bike facilities.

This would require expensive modifications to
the existing roadway, railing, and crash cushion.

Summary of Tri-Level Evaluation:

Overall, bike facilities implemented within the existing tri-level structure would be uncomfortable for cyclists to navigate.

Considering the narrow roadway widths, the high costs associ- ated with modifying bridge structures, and the large number of uncomfortable convergence/divergence points, imple-
menting bike facilities along the tri-level is not recommended outside of the northbound direction on Coleman Avenue.

Convergence Point: Travel lanes merge, creating poten-
tial conflict points where cyclists must cross over one or more vehicle lanes. Narrow widths, high speeds, and large volumes make these points uncomfortable for cyclists.

Divergence Point: Travel lanes separate, creating poten- tial conflict points where cyclists must cross over one or more vehicle lanes. Narrow widths, high speeds, and large volumes make these points uncomfortable for cyclists.

The large change in elevation (about 30’ for move-
ment 2) associated with the elevated tri-level segments would be difficult for some cyclists to navigate.

To provide comfortable bike facilities, the
project would need to remove a travel
lane in each direction or widen the
bridge. Widening the 350’ long bridge
would be prohibitively expensive and
may require a full bridge replacement.

Solutions that result in lane reductions or require extensive infra- structure improvements were not considered as part of this study.

Bike lanes without protection aren’t recommended here
due to the high vehicle speeds and volumes. Widen-
ing the roadway to maintain fire clear width and provide more comfortable, protected bike facilities may require R/W acquisition from Costco, tree removal, and a
retaining wall, or roadway realignment.

Tri-Level
The project team performed an extensive evaluation of
the tri-level and determined that it would not be possible to construct all ages and abilities bike facilities through the tri-level without major infrastructure changes and/ or capacity reductions due to the following factors:
• High vehicle speeds and volumes
• Limited sight distance
• Some roadway widths too narrow to provide
protected bike lanes
• Large elevation change would be difficult for
some people biking
• Multiple bridge structures
• Many convergence and divergence points
• Many potential conflict points between people
biking and motor vehicles
Solutions that result in lane reductions or require
extensive infrastructure improvements were not
considered as part of this study. These may be
considered in a future study and could provide
additional crossing opportunities. Additionally, the
project does not propose “partial” bike facilities through the tri-level. It would not be safe or comfortable to
provide a bike facility for the start of a tri-level segment, only to have it end halfway through in an area with poor visibility. Therefore, beyond the easternmost Coleman
Avenue leg, no bike facilities are proposed along the tri- level at this time.

Figure 16 provides an overview of the challenges
associated with the tri-level. Additional details and
breakdowns of individual movements within the
structure can be found in Appendix B: Tri-Level
Considerations.

03. Corridor Alternative Concepts and Analyses
De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study 23 Figure 16: Tri-Level Constraints
Coleman Ave
De La Cruz Blvd
N
Bike connection difficult to facilitate without major
infrastructure changes; bike facilities not recommended Legend
Bike connection can be implemented with minor
infrastructure changes; consider further
0’ 300’ 600’
The Coleman Avenue northbound roadway segment is wide
enough to implement a northbound Class IV protected bike lane while protecting the existing travel lanes and curb lines.

The existing crash cushion creates a pinch
point along the roadway that would need to be
reconstructed to build high-quality bike facilities.

This would require expensive modifications to
the existing roadway, railing, and crash cushion.

The existing crash cushion creates a pinch
point along the roadway that would need to be
reconstructed to build high-quality bike facilities.

This would require expensive modifications to
the existing roadway, railing, and crash cushion.

Summary of Tri-Level Evaluation:

Overall, bike facilities implemented within the existing tri-level structure would be uncomfortable for cyclists to navigate.

The large change in elevation (about 30’ for move-
ment 2) associated with the elevated tri-level segments would be difficult for some cyclists to navigate.

Solutions that result in lane reductions or require extensive infra- structure improvements were not considered as part of this study.

03. Corridor Alternative Concepts and Analyses
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 24 Design
Considerations
Areas for Future Study
This Study focuses on short-term solutions and
opportunities to enhance bicycle connectivity along
the Corridor. However, through the study process,
other areas were identified for potential further study.

Implementing bike facilities along these segments may
require removing travel lanes, additional coordination
with other agencies, or more expensive design solutions. • Tri-level – there may be opportunities to provide
additional bike facilities through the tri-level with
the removal of travel lanes or implementation of
more capital-intensive solutions, such as widening
the bridge over the Caltrain and ACE tracks.
• Martin Avenue – there may be opportunities to
provide bike facilities on Martin Avenue, which runs
approximately parallel to De La Cruz Boulevard
between Martin Avenue and Brokaw Road. Martin
Avenue has lower vehicle volumes and speeds, which
may provide a more comfortable environment for
biking. The City boundary between Santa Clara and
San Jose runs through the middle of portions of
Martin Avenue, and further coordination with the
City of San Jose would be required.
• Alternative track crossing – the community
expressed a desire to have a bike crossing of the
Caltrain tracks that did not require dismounting
their bike (through the Caltrain Station tunnel) or
sharing the road with high-speed traffic (through the
tri-level). Consideration should be given to providing
a high-quality bike crossing of the tracks in the
future. This topic may also be addressed further in
the Santa Clara Station Focus Area Plan.

Design Details
This is a planning-level Study meant to set the
framework for future project implementation.

However, there were several design topics highlighted
by the community that should be further considered
during the design phase, should this project proceed
to implementation. These design features that can
influence the cost, ease of implementation, and
effectiveness of the recommended infrastructure are
discussed briefly below.

Bikeway Separation
Due to the high vehicle speeds and volumes on De
La Cruz Boulevard and Coleman Avenue, a sturdy,
permanent separation element is recommended, such
as a median with 6” curb. Or, to reduce construction
costs and impacts, a pin-on 6” curb median could be
used. Quick-build separation elements, like pin-on
rubber curbs (Zicla Zebra or similar) or flexible post
bollards, may be considered if their use would allow
for quicker project implementation and the City
maintained plans to provide a more permanent form of
separation in the future.

Vehicle Lane Widths
This project balances reducing travel lane widths with
an understanding of the key role the Corridor plays
in the City’s transportation network. The preferred
minimum vehicle lane width along De La Cruz
Boulevard and Coleman Avenue is 11’ due to the mix
of heavy vehicles. In constrained locations, the project proposes 10.5’ minimum lanes. Reduced travel lane
widths are correlated with traffic calming effects, which was highlighted by several community members as a
priority along the Corridor. Proposed vehicle lane widths may be further refined through the design phase, if the City moves forward with implementation of the project.

Signage and Striping
The future project design will include signage and
conflict striping at driveways and intersections to help alert vehicles of people biking. Several community
members suggested the placement of signs along
the Corridor to alert drivers of nearby two-way bike
traffic. Additionally, bicycle wayfinding signage
is recommended along and near the Corridor to
help people biking navigate the community safely
and effectively.

Intersection Treatments
Intersection treatments will be developed during future design phases. Designs will focus on reducing conflicts by separating people biking and turning vehicles with
space (using protected intersection features) and/or
time (using bike signals, leading pedestrian intervals, and two-stage left turn queue boxes). The future design will help make bike movements, including transitions
between one-way and two-way cycle tracks, safe,
comfortable, and intuitive. The following examples and
graphics show design features similar to what the De La Cruz Boulevard/Coleman Avenue Bikeway could use.

03. Corridor Alternative Concepts and Analyses
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 25 Location: Madonna Road & Dalidio Drive, San Luis Obispo, CA Source: NearMap
Location: Harrison Street & 21st Street, Oakland, CA
Source: NearMap
MassDOT provides example intersection configurations to transition between one-way and two-way cycle tracks.

Source: MassDOT Separated Bike Lane Planning and Design Guide

03. Corridor Alternative Concepts and Analyses
......

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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 26 Corridor
Transportation
Analysis
Changes to safety, parking, and the overall corridor
with the implementation of Concept A or Concept B
are summarized in the following sections. A detailed
traffic capacity analysis was not completed for this
Study because both Concept A and B propose to
maintain the existing number of vehicle lanes. There
may be minor changes to intersection delay with project implementation due to the addition of bicycle signals,
right-turn-on-red restrictions, or other project features, which may be considered in future design phases.

Safety
Both Concept A and Concept B propose to narrow
vehicle travel lanes and add protected bike lanes, which may promote a reduction in vehicle speeds by up to 1
to 3 miles per hour along the Corridor. Additionally,
protected intersection features which are intended to
slow vehicle turning speeds may be included. Reducing
vehicle speeds is correlated with reducing the number
and severity of collisions – slower travel speeds give
everyone more time to react to potential conflicts.

Both Concept A and Concept B propose to create
dedicated, protected space for people biking. This will improve the access and safety for active transportation modes along the Corridor. While there were only three
pedestrian and cyclist-involved collisions during the
study period, adding protected space for cyclists and
providing an additional buffer for pedestrians would
significantly improve user comfort and experience.

Project implementation is expected to increase bicycle
activity while also providing a safer, more comfortable experience for users.

Parking
As previously discussed, parking data for the Corridor
was collected over a week long period to understand
on-street parking utilization. The analysis found that
parking along the Corridor is generally underutilized,
with only around 33% of the spaces occupied during
the busiest time period. Both Concept A and Concept B
propose to repurpose the same number of parking spaces
to implement bike facilities. Table 3 compares the
existing and with project parking utilization.

As shown in Table 3, both Concepts A and B would
reduce existing on-street parking along De La Cruz
Boulevard by about 170 spaces. However, the proposed
parking inventory is still expected to be sufficient
to accommodate peak parking demands, with only
about half of the parking spaces utilized. Therefore,
implementation of Concept A or Concept B is not
expected have an adverse impact to parking.

Table 3: Existing and Forecasted Parking Occupancy
Existing Concepts A & B
On-Street
Parking Location
Parking
Inventory1
Weekday Peak
Hour Parking
Occupancy2
Observed
Weekday Peak
Hour Utilization2
Proposed Parking
Inventory3
Forecast Weekday
Peak Utilization
Factor4
De La Cruz – West Side 132 12 9% 0 -
De La Cruz – East Side 61 12 20% 21 57%
Side Streets – West Side 134 78 58% 134 67%
Side Streets – East Side 166 62 38% 166 38%
Total 493 164 33% 321 51%
1 Approximate number of existing, available on-street parking spaces. Actual parking inventory may vary based on the size and type of vehicles and parking efficiency.
2 Average parking utilization for the peak parking period during observations: Monday to Friday, 1-2pm 3 Approximate number of future on-street parking spaces is the same for both Alternatives. Assumes no parking for approximately 30’ on each side of each driveway along the bike corridor, adjacent to protected bike lanes, to improve visibility between people biking, through traffic, and turning vehicles.
4 Forecast utilization assumes people who currently park on the west side of De La Cruz Boulevard will instead park on the side streets on the west side of De La Cruz Boulevard.

03. Corridor Alternative Concepts and Analyses
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 27 Vehicle Miles Travelled Analysis
The California Air Resources Board, Quantifying
Reductions in Vehicle Miles Traveled from New Bike
Paths, Lanes, and Cycle Tracks provides a methodology
to estimate the reduction in annual vehicle miles
traveled (VMT) as a result of a proposed bike facility. The calculation considers bicycle counts (counts taken on the street to be improved with the bike facility, or, in the case of a facility not on an existing street, a parallel street), the corridor length, and a seasonal adjustment factor. Based on this calculation, both Concept A and Concept B are
estimated to reduce annual VMT by 1,905 miles per year.

Planning-Level Cost Estimate
A planning-level cost estimate range was developed
for both Concept A and Concept B. The estimates were
developed using recent, available bid data and reflect 2024 dollars. Because design details will be developed through future project phases, a range of potential costs is included for each concept. These ranges reflect the variety of design features that could be utilized and reflect uncertainties that may be encountered during design. At the lower end, the cost reflects more “quick-build” features, such as
flexible post delineators, and less extensive intersection improvements. At the higher end, the cost reflects more permanent features, such as a full-depth median, and more extensive intersection improvements.

Table 4 provides an opinion of probable construction
cost and support costs (for design, environmental, and
construction support) for each concept. All costs assume a 30% contingency. As noted in the table, Concept A and Concept B are anticipated to have similar costs. While
Concept A would require additional bikeway separation
length to accommodate bike lanes on both sides of the
street north of Martin Avenue, Concept B includes
additional funding for intersection improvements at
Martin Avenue and Central Avenue to accommodate the
two-way cycle track crossing.

Table 4: Planning-Level Cost Estimate
Lower End Cost Higher End Cost
Concept A
Construction Cost $4.7 M $10 M
Design, Environmental, and Construction Support $1.5 M $3.1 M Total Cost $6.2 M $ 13.1 M
Concept B
Construction Cost $4.7 M $10.1 M
Design, Environmental, and Construction Support $1.5 M $3.2 M Total Cost $6.2 M $13.3M
Alternatives Analysis Summary
Table 5 summarizes the alternatives analysis for the No Build, Concept A, and Concept B scenarios. Table 6 summarizes the benefits for the No Build, Concept A, and Concept B scenarios.

Table 5: Alternatives Analysis Summary
Concept Forecast Speed
Reduction
Collision
Reduction
Potential
Forecast
Parking
Availability1
Annual VMT
Reduction
Estimate2
Current Conditions/No Build None None West: 91%
East: 80% None
Concept A: Protected Bike Lanes on De La Cruz Blvd,
Two-Way Cycle Track on Coleman Ave 1-3 mph slower Negligible West: No parking East: 43% 1,905 miles/year
Concept B: Protected Bike Lanes & Two-Way Cycle
Track on De La Cruz Blvd, Two-Way Cycle Track on
Coleman Ave
1-3 mph slower Negligible West: No parking
East: 43% 1,905 miles/year
1 Reflects average parking availability (total parking minus utilization) for the peak parking hour during observations: Monday to Friday, 1-2pm 2 Source: California Air Resources Board, Quantifying Reductions in Vehicle Miles Traveled from New Bike Paths, Lanes, and Cycle Tracks

03. Corridor Alternative Concepts and Analyses
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 28 Table 6: Alternatives Benefits Summary
No Build Concept A Concept B
Benefits for People Biking Yes No Yes No Yes No
Adds a bicycle facility / / /
Provides physical separation between traffic and bicyclists / / / Encourages bicyclists to not ride on sidewalks / / /
Provides consistent clear visibility of bicyclists / / / No crossing of De La Cruz needed at Central Expressway / / / Direct northbound bike connection to Ewert Road / / /
Benefits for Community & Businesses Yes No Yes No Yes No Reduces VMT / / /
Maintains existing on-street parking capacity / / /
Encourages slower automobile speeds / / /

03. Corridor Alternative Concepts and Analyses
------

04. Community
Engagement
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 30 To understand the needs and desires of Santa Clara residents related to the study area, the City and the project team implemented a comprehensive community engagement plan with events intended to educate the public on the project and gather input from community members on preferred solutions. Engaging the community early and often was a key priority for the outreach process; the three separate phases of engagement were aligned with major project milestones, allowing the project team to receive community and BPAC feedback at each point of the Study and integrate the findings into its concept development approach.

Engagement Strategies
Project Website, Hotline,
and Email
Throughout the project, the City of Santa Clara hosted
a website to provide up-to-date information about
the Study. This website was a key landing page for
community members looking for project information,
including project documents, outreach event details,
and recordings of public workshops. The website also
provided an opportunity for the community to submit
feedback, with three online surveys, and an email
and phone number to provide messages at any time.

The project website was launched in March 2023.
(SantaClaraCa.gov/BikePedProjects)
Roadway Signs
In an effort to spread the word about the project and
promote community engagement, the City placed 10
roadway signs along the De La Cruz Boulevard and
Coleman Avenue Corridor. These signs contained
information relevant to the project, providing a direct channel of engagement to people who use the Corridor on a day-to-day basis. The signs remained displayed along De La Cruz Boulevard throughout the duration of the project.

Site Visit (BPAC)
On March 20, 2023, the project team, accompanied by
City staff and a subset of committee members from the
City’s BPAC, conducted an in-person site visit to assess existing conditions along the Corridor. Participants
walked the Corridor to gain an understanding of
opportunities and constraints within the study area.

While the group observed the existing roadway to
be designed primarily for vehicles and uninviting to
people walking and biking, they also noted several key
opportunities to deliver a more comfortable walking and biking experience along the Corridor.

04. Community
Engagement
---- .,_ .._ ___ - - • - • _.. <!ii
UNWIU> <J_u,, NILN>A!,U• • u-•u•11, .,., ... , .... .,.,~,,u ... -,w, , ...... , l<J De La Cruz. Bou levard /Coleman Avenue Bikeway
Planning Study
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 31 Committee/Commission
Meetings
The City partnered with several local Commissions
and Advisory Committees over the course of the project
to share progress and collect input from community
partners. Feedback collected from each of these meetings and presentations allowed the project team to reach
relevant individuals and groups in a targeted, intentional effort. Presentations and other meetings typically
consisted of informational slide shows, interactive polls, and opportunities for questions and feedback.

Bicycle & Pedestrian Advisory Committee (BPAC)
Meeting #1: March 27, 2023
The Study was first introduced to the BPAC at the
Committee’s regularly-scheduled meeting held on
March 27, 2023. The project team gave a presentation
outlining the project purpose and goals, the intended
Study approach, and the existing state of the Corridor, which the group had visited in the week prior. At the
end of the presentation, BPAC members were given the
opportunity to participate in the community survey
developed as part of the Engagement Round 1 efforts.

Meeting #2: October 23, 2023
The project team gave the second BPAC presentation
at the Committee’s October 23, 2023 meeting. In this
meeting, Committee members were provided with an
update on the efforts completed since the previous
meeting, which included an analysis of the existing
parking and safety conditions, initial engagement efforts, and preliminary concept development. At the end of the
presentation, BPAC members were given the opportunity
to participate in the community survey developed as part of the preliminary Engagement Round 2 efforts and ask
questions regarding the proposed concepts.

Meeting #3: January 22, 2024
The project team gave the third BPAC presentation
at the Committee’s January 22, 2024 meeting. The
presentation refreshed the Committee on previous
efforts and presented the updated concepts developed
for the Corridor. In addition, the team answered
frequently asked questions from the second round
of engagement, expanding on nearby bike projects,
potential intersection treatments, and barriers to
implementation within the Corridor. The team also
took an informal poll of the preferred alternative, which found that one BPAC member preferred Concept A and
four BPAC members preferred Concept B.

Meeting #4: Month Day, 2024
To be provided with final report.

Additional Commission Presentations
The project team presented to the Parks & Recreation
Commission, Youth Commission, and Senior
Commission during the second round of engagement
in Fall 2023. The team outlined the project purpose
and goals and the proposed concepts, and allowed
Commission members to ask questions and provide
feedback about the proposed concepts.

City Council
The project was presented to the members of the City
Council in two small study sessions on March 21
st and
March 22nd, 2024. The Council was shown the concepts
and had the opportunity to ask questions and provide
feedback on the project.

Community Workshops
To foster community participation in the planning
process, virtual workshops were held throughout the
course of the project. The events were advertised through the project website, social media, and mailed postcards sent to businesses and residences within a half-mile of the project corridor. At these workshops, staff presented information on recent project activities, and attendees had the opportunity to provide input through interactive polling and question and answer sessions with the project team. Presentations created for these events are provided in Appendix C: Community Engagement Summaries.

Community Workshop #1: May 22, 2023
The first workshop hosted for community members
took place on May 22, 2023. Project staff presented
the goals of the project, a summary of the existing
conditions, and the scope of the Study. The presentation included interactive polling and a question-and-answer
session to solicit feedback and answer questions from
community members. Information collected during this
workshop helped the project team understand current
travel patterns and community preferences on general
improvement needs.

Community Workshop #2: October 19, 2023
The project hosted a second community workshop on
October 19, 2023. During this workshop, the project
team provided attendees with updates on the project,
including a review of the preliminary improvement
concepts developed for De La Cruz Boulevard and
Coleman Avenue. Attendees shared feedback through

04. Community Engagement

De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 32 interactive polling to help the project team gauge
community support for the concepts and collect
additional input on project goals and features.

Community Workshop #3: January 31, 2024
A third community workshop was held on January
31, 2024. During this workshop, the project team
presented a summary of the project's previous work
efforts and showed the updated concepts for the
Corridor. Additionally, the team answered frequently
asked questions from the second round of engagement,
including expanding on nearby bike projects, potential
intersection treatments, and barriers to implementation within the Corridor. Feedback from community members
was collected through a question-and-answer period at
the end of the presentation, where community members
asked additional questions and provided more feedback.

Pop-up Events
During the three rounds of community engagement for
the project, team members and City staff held four in-
person events intended to meet community members in
their neighborhoods, provide them with information on
the project, and get their feedback to incorporate into project tasks. Poster boards were setup at each event
location to provide project information. QR codes on the poster boards allowed community members to access
the project website and surveys.

Bike To Work Day
The City partnered with Silicon Valley Power to co-
host an energizer station and pop-up event along
the San Tomas Aquino Creek Trail on Bike to Work
Day, Thursday, May 18, 2023. The event was held at a
trailhead near the Agnew Road intersection and featured representation from each of the City’s four ongoing
corridor planning projects. Staff was present to describe the City’s projects to community members, ultimately
gathering and gathered feedback from over 30 individuals.

People biking by the energizer station stopped to
share feedback on the project corridors
Art & Wine Festival
On September 16 and 17, 2023, at Central Park, the
planning team had a booth set up with concept display
boards, paper surveys, and QR codes for the project
website and survey. Over 400 community members
engaged with staff on the project.

Tree Lighting Ceremony
The City hosted a pop-up event at the Santa Clara
Christmas Tree Lighting Ceremony in Central Park
on Friday, December 1, 2023 from 5:30-8:30 pm. This
event featured representation from all four of the City’s corridor planning projects. Overall, the staff gathered feedback from over 20 community members. During
this event, there were several common comment
themes on the De La Cruz Boulevard/Coleman
Avenue corridor:
• Concepts A and B both received positive feedback,
with community members having a slight
preference for Concept B
• Bikes are on sidewalks currently because there are
no safe bike facilities
• Interest in enhancing the bicycle connection to the
access road on the east side of De La Cruz Boulevard
at Central Expressway to improve connections to the
airport and Guadalupe River Trail.

People at the holiday festivities for the Tree Lighting Ceremony stopped to share feedback on the project corridors.

Caltrain Station
The planning team hosted a pop-up event at the Santa
Clara Caltrain Station on Thursday, February 15, 2024,
from 4:00 to 6:00 pm. Overall, City staff and consultants engaged about a dozen community members, including
those using bicycles to access public transportation
at this major hub. People noted their need for safe,

04. Community Engagement
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 33 continuous east-west connections in Santa Clara to
better access local and regional destinations.

Community members engage with City staff on concepts for De La Cruz Boulevard and Coleman Avenue Bikeway.

Online Surveys
During each phase of community engagement, the
project team developed and shared surveys to provide an opportunity for input. In the first phase, survey questions allowed respondents to provide information on their
relation to the study area, their current travel behaviors, and their initial thoughts on the project’s central aims.

Sixty-three people completed the first survey.

During the second phase, respondents were presented
with the draft concepts and asked to provide feedback.

Twenty-three people completed the second survey.

During the third phase, respondents were presented
with the revised draft concepts and asked to select
their preferred concept. Forty-one people completed
the third survey.

Questions and results from each of the community
surveys are included in Appendix C.

Phase 1 Engagement
Summary Findings
The first outreach phase occurred between March and
June 2023 and focused on gathering feedback from
the community about existing conditions in the study
area and sharing the proposed project goals and scope.

Several notable takeaways are outlined below:
• Most people who bike in the area find it much easier
and safer to bike around the tri-level area than to
bike through it.
• The intersection of De La Cruz Boulevard and
Central Expressway was identified as being
problematic for active transportation users.
• Many people desired a better connection to the
Guadalupe River Trail.
• Most of the workshop attendees (83%) cited
“Continuous Bike Lanes” as something that would
encourage them to use a bicycle facility along De La
Cruz Boulevard.
• High car speeds were identified as a major safety
concern along the Corridor.

The Phase 1 community survey received 63 responses.

Common themes from the open-ended questions
include the following:
• Many people currently avoid biking in the study area
because it feels unsafe, uncomfortable, and “hostile”
due to the high vehicle speeds, merge points, and
lack of dedicated space for people biking.
• Many people noted that only a bike lane with
physical protection would help them feel
comfortable using the Corridor.
• One comment noted that trucks may use the
Corridor more frequently during certain seasons to
access the cannery. Several comments noted that
truck parking should be a consideration.
• Several people noted that the tri-level and Costco
traffic are problematic for active transportation users.

A summary of this phase of engagement is
included in Appendix C.

Phase 2 Engagement
Summary Findings
The project team continued to reach out to community
members and engage them on options for corridor
bikeway concepts throughout the second phase of
outreach, between August and October 2023. During this
phase, community members were given an opportunity
to give feedback on each of the proposed concepts. This included an in-person pop-up event, an online survey,
and an online community workshop. Several notable
takeaways from the efforts are outlined below:
• Concepts A and B both received positive feedback.
• People had questions about how intersections would
be designed and how two-way/one-way cycle track
transitions would work.
• Attendees shared a desire to calm traffic on De La
Cruz Boulevard and Coleman Avenue.
• There was an interest in designing facilities for
all micromobility users, particularly those with
mobility challenges, such as recumbent-trike users.
• Some attendees asked if there were any other
improvements that could be applied to the tri-level.

04. Community Engagement
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 34 The Phase 2 community survey received 23 responses:
• 90% of respondents supported, or supported with minor changes, Concept A. • 61% of respondents supported, or supported with minor changes, Concept B. • Many respondents had questions or concerns about how intersections would be designed and how two-way/one- way cycle track transitions would work.
• Respondents shared a desire to make sure wayfinding and signage would be included in the final design.

A summary of this phase of engagement is included in Appendix C.

Phase 3 Engagement Summary Findings
The City continued to engage community members throughout the third phase of outreach, between January and February 2024. During this phase, the project team shared the revised concepts, answered frequently asked questions from the previous phase, and asked community members to provide input on their preferred concept.

Several notable takeaways from the efforts are outlined below:
• Some people changed their preference from Concept A to Concept B after learning about how the project will tie into US 101/Trimble/De La Cruz interchange project, which includes a shared-use path on the west side of De La Cruz Boulevard and is in construction.
• People noted their support of protected intersection features. • People noted their support for narrowing travel lanes along the Corridor. • Some attendees asked questions about why trucks parked along the Corridor today: whether to access nearby uses or just because the parking was available.

The Phase 3 community online survey received 41 responses:
• 58% of respondents prefer Concept A, 34% prefer Concept B, and 8% prefer to keep existing conditions/No Build. See Figure 17.
• Respondents noted that they would prefer to minimize the number of changes from one-way to two-way cycle tracks (note, both concepts include the same number of transition points). • Respondents noted that protection and separation from motor vehicles is a priority.

A summary of this phase of engagement is included in Appendix C.

Figure 17: Results from Community Preference Vote in Phase 3 Online Survey 1st Choice (Ranked Vote)
Of the 41 survey
responses, 38 responded
to the preference question

04. Community Engagement
EXlSTING

CONDITIONS

OONCEPTA

CONCEPTB
■
0 15
Number of Votes
:w
■
25 05.

Recommendations
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 36 Draft
Recommendations
City Council will review the results of the Study and
make a recommendation.

Next Steps & Funding
After City Council’s review and recommendation, the
project may proceed to the design and environmental
phase and the City will seek out funding opportunities.

The proposed improvements will make biking along
and across De La Cruz Boulevard and Coleman Avenue
more comfortable for everyone, helping create a safer,
healthier, more accessible Santa Clara for all.

Coordination with Relevant
Projects
Consistent with the City’s effort to expand its active
transportation network, there are several ongoing active transportation projects that are adjacent to or connect with the proposed De La Cruz Boulevard/Coleman
Avenue Bikeway. The project team should continue to
coordinate with adjacent projects to ensure efficient
implementation and provide the most comprehensive and
well-connected network possible. These projects include:
• US 101/De La Cruz/Trimble Interchange
(in construction)
• Walsh/Martin Class IV Bikeway Study (in planning)
• Gateway Crossings (in construction)
• Santa Clara Station Focus Area Plan (in planning)
Funding Options
Local and Regional Grant Programs
2016 MEASURE B
Santa Clara County 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 Complete Streets best practices in order to improve bicycle and pedestrian elements of the street system.

Measure B also has a competitive, discretionary grant
program for the Bicycle and Pedestrian Program. Funds
are allocated every two years. A 10% non-Measure B match is required for competitive grant funds.

Funds are programmed by VTA.

TRANSPORTATION FUND FOR CLEAN AIR

COUNTY PROGRAM MANAGER FUND
The Bay Area Air Quality Management District
(BAAQMD) administers funds to the VTA for projects
that reduce vehicle emissions including bicycle projects.

These funds come from a $4 vehicle registration
surcharge in Bay Area 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
(PDAs). Funds are targeted to address critical climate and focused growth goals of Plan Bay Area 2050, and used to coordinate and deploy strategies that are best suited for regional implementation. Projects that are within or provide access to PDAs could qualify for OBAG grants.

Funds are programmed by the Metropolitan
Transportation Commission (MTC) and the Santa Clara
Valley Transportation Authority (VTA).

05. Recommendations
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 37 TRANSPORTATION DEVELOPMENT ACT
ARTICLE 3
Transportation Development Act Article 3 (TDA 3)
provides funding annually for bicycle and pedestrian
projects. Two percent of TDA funds collected within the county are used for TDA 3 projects. MTC policies require that all projects be reviewed by a Bicycle and Pedestrian Advisory Committee or similar body before approval.

Funds are programmed by VTA.

State and Federal Grant Programs

ACTIVE TRANSPORTATION PROGRAM (ATP)
Governor Brown signed legislation in 2013 which
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 which is focused on expanding and enhancing active transportation across the state. The ATP program is intended to increase the
use of active transportation, enhance safety for non-
motorized users, improve public health, and advance
regional Greenhouse Gas (GHG) reduction goals
pursuant to SB 375 (of 2008) and SB 341 (of 2009). This grant program funds a wide variety of activities and
projects which further the goals of the program including infrastructure, non-infrastructure, and planning studies.

Funds are programmed by Caltrans with
guidance from the CTC.

AFFORDABLE HOUSING AND SUSTAINABLE

COMMUNITIES PROGRAM
The Affordable Housing and Sustainable Communities
Program (AHSC) funds land use, housing, transportation, and land preservation projects that support infill and
compact development that reduces greenhouse gas (GHG)
emissions. Projects must fall within one of three project area types: transit-oriented development, integrated
connectivity project, or rural innovation project
areas. Fundable activities include affordable housing
developments, sustainable transportation infrastructure, transportation related amenities, and program costs.

Funds are programmed by the Strategic Growth Council
and implemented by the Department of Housing and
Community Development.

HIGHWAY SAFETY IMPROVEMENT PROGRAM
Caltrans offers Highway Safety Improvement Program
(HSIP) grants every one to two years. Projects on
any publicly owned road or active transportation
facility are eligible, including bicycle and pedestrian improvements. HSIP focuses on projects that explicitly
address documented safety challenges through proven
countermeasures, are implementation ready, and
demonstrate cost-effectiveness. The small number of
pedestrian and bicycle collisions in recent years on
this Corridor may make the problem less competitive
for HSIP funds.

Funds are programmed by Caltrans.

OTHER STATE PROGRAMS ROAD MAINTENANCE

AND REHABILITATION PROGRAM
Senate Bill 1 (SB1) created the Road Maintenance and
Rehabilitation Program (RMRP) 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 thresholds are met. Funds are
allocated to eligible jurisdictions.

Funds are programmed by the State Controller’s Office
with guidance from the CTC.

Table 7 summarizes the funding sources by type.

Table 7: Funding Sources by Type
Local Source Formula Grants
(Federal/State)
Formula Grants
(Regional)
Competitive Grants
(Federal/State)
Competitive Grants
(Regional)
Santa Clara Capital
Improvement Plan (CIP)
Local Streets and Roads
Program (SB1)
Measure B (2016) Local
Streets and Roads
Highway Safety
Improvement Program
(HSIP)
One Bay Area Grant
Program (OBAG)
Traffic Impact Fees
Affordable Housing
Sustainable Communities
(AHSC)
Measure B (2016)
Bicycle and Pedestrian
Program
Active Transportation
Program (ATP)
Transportation Fund for
Clean Air (TFCA)
TDA Article 3

05. Recommendations

Final Project Study Area
Connect to VTA US
101/Trimble Road
Interchange Project
NSan Jose International Airport
Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Proposed Sections | September 2023
Section Overview
De La Cruz Blvd
Central Expy
Coleman Ave
Martin Ave
Reed St
Lafayette St
El Camino Real
Benton Rd
Brokaw Rd
Capitol Corridor/ACE
Caltrain
Alviso St
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De La Cruz Boulevard and Coleman Avenue Bike Planning Project Section 1
Section Maps
Proposed Sections | September 2023
Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
1A
1B
Section 1 - Concept A
Section 1 - Concept B
1 De La Cruz Blvd: Central Expressway to Airport Technology Park 6 lanes, raised median, parking on west side
Section 1 - Existing
De La Cruz Blvd: Central Expressway to Airport Technology Park 6 lanes, raised median, remove parking on west side, one-way Class IV protected bike lanes De La Cruz Blvd: Central Expressway to Airport Technology Park 6 lanes, raised median, remove parking on west side, two-way Class IV protected cycle track 104’
Airport Side
Airport Side
Airport Side
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
6 (12’)
N/A
16‘ raised
N/A
8’ (west side)
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
6 (11’-12‘)
7’ (Class IV)
16’ raised
3‘
None
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
6 (10.5’-11‘)
10’ (Class IV two-way)
16’ raised
2‘
None
1A: Implement protected intersec-
tion features at the intersection of
De La Cruz Boulevard and Central
Expressway to help safely transition
people biking between the planned
two-way cycle track* and one-way
Class IV cycle tracks.
*Assumes implementation of the US 101/De La Cruz
Boulevard/Trimble Road Interchange Improvement
Project (2024)
Note: Lane widths will be further
refined through future design phases.
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Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
Section 2
2 2A
2B
Section 2 - Concept A
De La Cruz Blvd: Airport Technology Park to Martin Avenue 6 lanes, TWLTL, parking on west side
Section 2 - Existing
De La Cruz Blvd: Airport Technology Park to Martin Avenue 6 lanes, TWLTL, remove parking on west side, one-way Class IV protected bike lanes 6 (12’)
N/A
16‘ TWLTL
N/A
8’ (west side)
6 (11’-12‘)
7’ (Class IV)
16’ TWLTL
3‘
None
Section 2 - Concept B
De La Cruz Blvd: Airport Technology Park to Martin Avenue 6 lanes, TWLTL, remove parking on west side, two-way Class IV protected cycle track Airport Side
Airport Side
Airport Side
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
6 (11’-11.5‘)
10’ (Class IV two-way)

14.5’ TWLTL
2‘
None
Proposed Sections | September 2023
104’
Shoulder
Shoulder
104’
104’
~1.5’
Reduce width of west side of TWLTL ~1.5’.
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Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
Section 3
3 3A
De La Cruz Blvd: Martin Avenue to Reed Street
6 lanes, TWLTL, parking on both sides
Section 3 - Existing
Section 3 - Concept A
De La Cruz Blvd: Martin Avenue to Reed Street
6 lanes, TWLTL, remove parking on west side, one-way Class IV protected bike lanes 6 (11’- 12’)
6’ (Class IV)
11’ TWLTL
2-3‘
None
104’
Airport Side
Airport Side
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
6 (12’)
N/A
16‘ TWLTL
N/A
8’ (both sides)
Proposed Sections | September 2023
3A: Vertical separation elements can help prevent automobiles from parking within the buffer space. 104’
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Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
Section 4
4 4A
34’
NB Coleman Avenue: Tri-Level (Reed Street to S of Tri-Level) 2 lanes, paved shoulder
Section 4 - Existing
2 (12.5’-13.5‘)
N/A
N/A
N/A
None
Section 4 - Concept A
NB Coleman Avenue: Tri-Level (Reed Street to S of Tri-Level) 2 lanes, two-way Class IV protected cycle track
2 11’
10’ (two-way Class IV)
N/A
2‘
None
34’
Airport Side
Airport Side
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

Proposed Sections | September 2023
Shoulder
•
0 13½'
Drive lane
----
11'
Drive lane
12½'
Drive lane
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2' 5'
8'
5'
6'
Sidewalk
6' 11'
Drive lane Bike lane Blice lane Sidewalk
Kimley>>>Horn
City of
Santa Clara1
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Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
Section 5
5 108’
Coleman Avenue: S of Tri-Level to Brokaw Road
7 lanes, TWLTL, paved shoulder
Section 5 - Existing
7 (11.5’-16‘)
N/A
11’ TWLTL
N/A
None
Airport Side
Section 5 - Concept A
7 (11’-13‘)
12’ (two-way Class IV)
11’ TWLTL
3‘
NoneColeman Avenue: S of Tri-Level to Brokaw Road
7 lanes, TWLTL, two-way Class IV protected cycle track
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
5A
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
5B: If plans to implement Class II bike lanes on Coleman south of Brokaw move forward, consider a protected intersection at the intersection of Coleman Avenue and Brokaw Road to transition riders between one- and two-way facilities.

Airport Side
Proposed Sections | September 2023
108’
Shoulder
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Corridor Concept A
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Concept AJanuary 2024
San Jose Mineta
International Airport
Robert Ave
Mathew St
Central Expy
Brokaw Rd
Coleman Ave
Martin Ave
Reed St
Lafayette St
Benton Rd
El Camino Real
De La Cruz Blvd
Lewis St
Harrison St
Class IV Cycle Track
Class II Bike Lane
Rail Line
Caltrain Station
Signalized Intersection
Install Class IV Cycle Track
Two-Way Cycle Track
City Limits
Existing
Install Two-Way Cycle Track
Transition between two-way/
one-way bicycle facilities
Planned
Existing and Planned Bikeways
Legend
0’ 1000’ 2000’
See Tri-Level Detail for constraints and considerations.

N
Consider bicycle signals. Enhance
bicycle connection with Ewert Road.

Consider bicycle signals.

Consider bicycle signals and/or
protected intersection features.

Remove on-street
parking along west side.

Implement protected intersection
features to transition people biking from
the two-way cycle track to the one-way
Class IV cycle tracks, and vice versa.

Implement Class IV two-way cycle track along
the eastern side of Coleman Avenue. Consider
roadway signage and striping to help notify
drivers of two-way bicycle traffic.

Reduce width of travel lanes and two-way
left-turn lane. Remove parking on west side of
street and use parking on the east side of the
street to protect the proposed cycle track.

Kimley>>>Horn
/
/
0 City of
Santa C'lara,
•• •
Corridor Concept B
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Concept BJanuary 2024
San Jose Mineta
International Airport
See Tri-Level Detail for constraints and considerations.

Coleman Ave
Martin Ave
Robert Ave
Mathew St
Reed St
Carl St
Benton Rd
De La Cruz Blvd
Central Expy
Lafayette St
Brokaw Rd
El Camino Real
Lewis St
Harrison St
Class IV Cycle Track
Class II Bike Lane
Rail Line
Caltrain Station
Signalized Intersection
Install Class IV Cycle Track
Two-Way Cycle Track
City Limits
Existing
Install Two-Way Cycle Track
Transition between two-way/
one-way bicycle facilities
Planned
Existing and Planned Bikeways
Legend
Re-stripe section to reduce width
of existing two-way left-turn lane
0’ 1000’ 2000’ N
Implement protected intersection features to
transition cyclists from the two-way cycle track to
the one-way Class IV cycle tracks, and vice versa.

Install two-way Class IV cycle track on western
shoulder. Remove existing parking. Consider
roadway signage and striping to help notify
drivers of two-way bicycle traffic.

Reduce width of travel lanes and two-way
left-turn lane. Remove parking on west side of
street and use parking on the east side of the
street to protect the proposed cycle track.

Consider bicycle signals. Enhance
bicycle connection with Ewert Road.

Implement Class IV two-way cycle track along
the eastern side of Coleman Avenue. Consider
roadway signage and striping to help notify
drivers of two-way bicycle traffic.

Kimley>>>Horn
/
/
0 City of
Santa C'lara,
•• •
Attachment 6 – Samples of Potential Intersection Improvements

•
location: Madonna Road & Dalidio Drive, San Luis d:)ispo , CA Source: Near-Map
~---- ,-~--~
MUt CO,_. I
I -
NO
TURN
ON RED
IIIJT1:Dlll .. 11
Location1 Harri.son Street & 21st Street , Oakland, CA
Source: Near-Map
.--------------11 I
NO
TURN
. ON RED
WUTCI lllt •n
11111111111111
MsssDOT ptC111ides example N'ltersection configurations to transition between on~wsy and two-way cycle tracks.

Source: MassDOT Separsted Bike lane Planning and Design Guide Attachment 7 Transportation Analysis Summary

De La Cruz Boulevard and Coleman Avenue

Concept
Forecast Speed
Reduction
Collision
Reduction
Potential Parking Available
Annual VMT
Reduction
Estimate
Existing Conditions/
No Build None None West: 91%
East: 80% None
Corridor Concept A 1-3 mph slower Negligible West: No Parking East: 43%* 1,905 miles/year
Corridor Concept B
1-3 mph slower Negligible West: No Parking
East: 43%* 1,905 miles/year

*Includes potential parking reductions due to new red curb installations to increase cyclist visibility.

Attachment 8
Potential Benefits Summary – De La Cruz Boulevard and Coleman Avenue

Existing Conditions/
No Build
Corridor Concept A

Corridor Concept B

Yes No Yes No Yes No
Benefits for People Biking
Adds a bicycle facility   
Provides physical separation between traffic and
bicyclists  

Encourages bicyclists to not ride on sidewalks    Provides consistent clear visibility of bicyclists    No crossing of De La Cruz Boulevard needed at
Central Expressway   
Direct northbound connection to Ewert Road   
Benefits for Community and Businesses
Reduces VMT   
Maintains existing on-street parking capacity    Encourages slower automobile speeds   

Attachment 9
Additional De La Cruz Boulevard Buffered Bicycle Lane Design Concept

ri
I '
4'
5/W
De La Cruz Boulevard
Martin Avenue to Reed Street
Protected Bike Lane (West Side), Buffered Bike Lane (East Side), Remove Parking on One Side, Narrower Lanes
• .•.
•
~
6' 2'
Bike
Add protected
bike lane
..... .....
12' 11'
Travel Lane Travel Lane
104'
De La Cruz Blvd
..... .....
• •
--11' 11' 11'
Travel Lane striped tenter Turn Travel Lane
ane
.....
• •
11'
Travel Lane
. ... .
• •
12'
Travel Lane
Airport Side
. - ----1 •
~ ---- - .- I,
3' 6' 8' 6' 2'
Bike Parking S/W
Resolution/Accepting the City of Santa Clara De La Cruz Blvd./Coleman Ave. Bikeway Planning Study 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 DE LA CRUZ

BOULEVARD/COLEMAN AVENUE BIKEWAY PLANNING STUDY

WHEREAS, in 2021, the City received a Santa Clara Valley Transportation Authority (VTA) Measure B grant totaling $140,000 to prepare the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study (“Study”);
WHEREAS, in December 2022, the City Council approved retaining Kimley-Horn and Associates 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 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 three community meetings, four pop-up events, 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 (CEQA) review pursuant to Sections 15378(a) and 15301(c) of the California Code of Resolution/Accepting the City of Santa Clara De La Cruz Blvd./Coleman Ave. Bikeway Planning Study Page 2 of 2 Rev: 07/17/2024
Regulations.

NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:

1. That the City of Santa Clara hereby accepts the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study as attached and referenced herein.

2. The City of Santa Clara hereby approves the Corridor Concept B as the preferred roadway concept option.

3. Directs City staff to take appropriate actions to implement the preferred roadway option.

4. 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. De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study

Resolution Modifying Parking Regulations for a “No Stopping Anytime” zone along the westside of De La Cruz Boulevard between Central Expressway and Reed Street Page 1 of 2 Rev: 11/22/17
RESOLUTION NO. _____

A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA

MODIFYING PARKING REGULATIONS ON DE LA CRUZ

BOULEVARD/COLEMAN AVENUE BETWEEN CENTRAL

EXPRESSWAY AND BROKAW ROAD

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 Bicycle Lanes on De La Cruz Boulevard between Central Expressway and Reed Street was a recommendation within the adopted Bicycle Plan Update 2018;
WHEREAS, Class II Bicycle Lanes on Coleman Avenue between Reed Street and Brokaw Road was a recommendation within the adopted Bicycle Plan Update 2018; WHEREAS, De La Cruz Boulevard is also known as Coleman Avenue south of Reed Street; WHEREAS, the City established certain parking regulations on De La Cruz Boulevard/Coleman Avenue between Central Expressway and Brokaw Road;
WHEREAS, Public Works staff determined that a modification to the existing parking regulations is necessary to accommodate the proposed Class IV Protected Bicycle Lanes and maintain six travel lanes between Central Expressway and Brokaw Road; and, WHEREAS, the City intends to establish new parking regulations on De La Cruz Boulevard/Coleman Avenue between Central Expressway and Brokaw Road based on City Public Works staff findings.

NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:

1. The City Manager, or designee, is authorized to establish a “No Stopping Anytime” zone along the westside side of De La Cruz Boulevard from Central Expressway to Reed Street as needed to implement Class IV Protected Bicycle Lanes.

2. Effective date. This resolution shall become effective immediately.

I HEREBY CERTIFY THE FOREGOING TO BE A TRUE COPY OF A RESOLUTION PASSED Resolution Modifying Parking Regulations for a “No Stopping Anytime” zone along the westside of De La Cruz Boulevard between Central Expressway and Reed Street Page 2 of 2 Rev: 11/22/17

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
Resolution Establishing No Parking Zones as Necessary on De La Cruz Boulevard/Coleman Avenue Between Central Expressway and Brokaw Road

Page 1 of 2 ends

Rev: 11/22/17
RESOLUTION NO. _____

A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA

ESTABLISHING NO PARKING ZONES AS NECESSARY ON DE

LA CRUZ BOULEVARD/COLEMAN AVENUE BETWEEN

CENTRAL EXPRESSWAY AND BROKAW ROAD

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 Bicycle Lanes on De La Cruz Boulevard between Central Expressway and Reed Street was a recommendation within the adopted Bicycle Plan Update 2018;
WHEREAS, Class II Bicycle Lanes on Coleman Avenue between Reed Street and Brokaw Road was a recommendation within the adopted Bicycle Plan Update 2018; WHEREAS, De La Cruz Boulevard is also known as Coleman Avenue south of Reed Street; WHEREAS, the City established certain parking regulations on De La Cruz Boulevard/Coleman Avenue between Central Expressway and Brokaw Road;
WHEREAS, Public Works staff determined that a modification to the existing parking regulations is necessary to accommodate the proposed bicycle facilities on De La Cruz Boulevard and Coleman Avenue; and
WHEREAS, the City intends to establish new parking regulations on De La Cruz Boulevard between Central Expressway and Reed Street and Coleman Avenue between Reed Street and Brokaw Road based on City Public Works staff findings.

NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:

1. The City Manager, or designee, is authorized to establish no parking zones as necessary on De La Cruz Boulevard between Central Expressway and Reed Street and Coleman Avenue between Reed Street and Brokaw Road as needed to implement Class IV Protected Bicycle Lanes.

2. Effective date. This resolution shall become effective immediately.

Resolution Establishing No Parking Zones as Necessary on De La Cruz Boulevard/Coleman Avenue Between Central Expressway and Brokaw Road

Page 2 of 2 ends

Rev: 11/22/17

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
24-1021 Agenda Date: 10/22/2024

REPORT TO COUNCIL

SUBJECT
Action on Resolution for an Exception to the 180 Day Waiting Period to Appoint Michael Morgan, A Retired Annuitant To Serve as Temporary Extra Help (Government Code Sections 7522.56 and 21224) in the Police Department to Perform Work as a Senior Public Safety Dispatcher

COUNCIL PILLAR
Manage Strategically Our Workforce Capacity and Resources

BACKGROUND
Generally, the Public Employment Retirement Law (PERL) requires that retired annuitants serve a 180-day wait period before working in a retired annuitant position. However, the PERL also provides for exceptions to this waiting period if certain criteria are met and the governing body of the public agency adopts a non-consent calendar resolution at a public meeting approving the appointment as a critically needed position before the 180 days has passed. The adoption of the resolution allows the employer to hire a retired annuitant to perform work of a limited duration requiring specialized skills (Government Code Sections 7522.56 and 21224).

DISCUSSION
Michael Morgan was a Senior Public Safety Dispatcher in the Police Department. He retired on October 2, 2024. It is recommended that Mr. Morgan be rehired on October 27, 2024. The Santa Clara Public Safety Communications Center in the Police Department is the primary 9-1-1 public safety answering point for the City of Santa Clara. The Division has an authorized staffing level of 21 Public Safety Dispatchers who are trained to receive, evaluate and dispatch police, fire and medical calls for service 24-hours a day, 365 days a year.

This work unit acts as a coordination point for all emergency situations that take place in Santa Clara, focusing on the City's public safety resources. These trained professionals have a highly specialized skill set and are able to expand their responsibilities when handling requests for immediate and planned public safety assistance on a more regional basis. In addition to this primary function, this same work group also classifies, documents and records a wide-range of internal and external non- emergency requests; dispatching most to City resources, but also referring callers to other agencies when appropriate.

The Santa Clara Public Safety Communications Center in the Police Department is currently experiencing nearly a 50% vacancy rate, with 10 out of 21 positions unfilled. These vacancies have significantly increased the workload on the Department’s current dispatchers. The Human Resources Department is actively recruiting for these positions, and most recently hired two new lateral Public Safety Dispatchers earlier this month. Rehiring Mr. Morgan would be a tremendous asset, helping to City of Santa Clara Printed on 10/18/2024Page 1 of 3
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24-1021 Agenda Date: 10/22/2024
ensure the community receives timely police, fire, and medical services. This measure is essential to maintain public safety and provide reliable emergency response services to the community.

The recommended actions would certify Mr. Morgan’s appointment meets the requirements as defined in Government Code Sections 7522.56 and 21224, specifically:

1. Appointment is necessary to perform critically needed duties prior to the expiration of the 180- day wait period;

2. He has not received a Golden Handshake or any other form of retirement-related incentive;

3. Adoption of resolution was not placed on the consent calendar;

4. Employment will be limited to 960 hours/fiscal year; and

5. Compensation will be within the posted salary range in the publicly available salary schedule.

ENVIRONMENTAL REVIEW
The action being considered does not constitute a “project” within the meaning of the California Environmental Quality Act (“CEQA”) pursuant to CEQA Guidelines section 15378(b)(5) in that it is a governmental organizational or administrative activity that will not result in direct or indirect changes in the environment.

FISCAL IMPACT
The Public Employees’ Pension Reform Act (PEPRA) sets forth limitations for compensating retired annuitants. All retirees must be paid hourly, at no less than the minimum, nor more than the maximum, paid to employees doing similar work. Based on the CalPERS formula for setting retired annuitant pay rates, the individual will be paid at the hourly rate for as-needed consultant position as follows:

Retired Annuitant Hourly Rate of Pay Fiscal Year Maximum Amount Michael Morgan $76.53 $73,468
Retirees also do not receive any benefits. Sufficient appropriations are available in the Police Department to fund this position.

COORDINATION
This report has been coordinated with the City Attorney’s Office and the Finance Department.

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].

ALTERNATIVES

1. Adopt the attached Resolution to permit a Retired Annuitant to provide valuable service to the City post-retirement but within the first 180 days of their retirement; or

2. Direct Staff to return with other options.

City of Santa Clara Printed on 10/18/2024Page 2 of 3
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24-1021 Agenda Date: 10/22/2024

RECOMMENDATION
Adopt a Resolution for an Exception to the 180 Day Waiting Period To Appoint, Michael Morgan, A Retired Annuitant To Serve as Temporary Extra Help (Government Code Sections 7522.56 and 21224) in the Police Department to Perform Work as a Senior Public Safety Dispatcher Reviewed by: Aracely Azevedo, Director of Human Resources Approved by: Jovan Grogan, City Manager

ATTACHMENTS

1. Resolution for an Exception to the 180 Day Waiting Period To Appoint, Michael Morgan, a Retired Annuitant

2. Morgan, Michael - Offer Letter
City of Santa Clara Printed on 10/18/2024Page 3 of 3
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Resolution/CalPERS Resolution
Rev: 11/22/17

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RESOLUTION NO. 24- _

A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA
FOR EXCEPTION TO THE 180 -DAY WAITING PERIOD TO HIRE A

RETIRED ANNUITANT AS A TEMPORARY EXTRA HELP
EMPLOYEE (GOVERNMENT CODE SECTIONS 7522.56 AND
21224) AS A SENIOR PUBLIC SAFETY DISPATCHER IN THE

POLICE DEPARTMENT

BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:

WHEREAS, in compliance with Government Code section 7522.56 the City of Santa Clara must provide CalPERS this certification resolution when hiring a retiree before 180 days has passed since his or her retirement date;
WHEREAS, Michael Morgan (CalPERS ID 1261172054) retired from the City of Santa Clara in the position of Senior Public Safety Dispatcher in the Police Department, effective October 2, 2024;
WHEREAS, section 7522.56 requires that post-retirement employment commence no earlier than 180 days after the retirement date, which is March 31, 2025 , without this certification resolution;
WHEREAS, section 7522.56 provides that this exception to the 180 day wait period shall not apply if the retiree accepts any retirement-related incentive; WHEREAS, the City of Santa Clara and Michael Morgan certify that Michael Morgan has not and will not receive a Golden Handshake or any other retirement-related incentive; WHEREAS, the City of Santa Clara hereby appoints Michael Morgan as an extra help retired annuitant to perform the critically needed duties of Temporary Employee for the City of Santa Clara under Government Code section 21224, effective October 27, 2024; WHEREAS, the entire employment agreement, contract or appointment document between the City of Santa Clara and Michael Morgan has been reviewed by this body and is attached herein;
WHEREAS, no matters, issues, terms or conditions related to this employment and appointment have been or will be placed on a consent calendar;
-
Resolution/CalPERS Resolution
Rev: 11/22/17

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WHEREAS, the employment shall be limited to 960 hours per fiscal year;

WHEREAS, the compensation paid to retirees cannot be less than the minimum nor exceed the maximum monthly base salary paid to other employees performing comparable duties; WHEREAS, effective September 29, 2024, the maximum hourly salary rate for the Temporary Employee position is $214.06, and the minimum hourly equivalent is $17.75; WHEREAS, the hourly rate paid to Michael Morgan will be $76.53; and

WHEREAS, Michael Morgan has not and will not receive any other benefit, incentive, compensation in lieu of benefit or other form of compensation in addition to this hourly pay rate.

NOW THEREFORE, BE IT FURTHER RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:

1. The City of Santa Clara hereby certifies the appointment of Michael Morgan and that this appointment is necessary to fill the critically needed position of Temporary Employee for the City of Santa Clara. The retired annuitant was a Senior Public Safety Dispatcher for the Police Department and will be rehired performing the comparable duties of the Senior Public Safety Dispatcher classification. The hourly rate to be paid to Michael Morgan is consistent with Step 7 salary for the classification of Senior Public Safety Dispatcher, as set forth in the published Classified Salary Plan.

2. The Santa Clara Public Safety Communications Center in the Police Department is the primary 9-1-1 public safety answering point for the City of Santa Clara. The Division has an authorized staffing level of 21 Public Safety Dispatchers who are trained to receive, evaluate and dispatch Police, Fire and medical calls for service 24-hours a day, 365 days a year. The work unit acts as a coordination point for all emergency situations that take place in Santa Clara, focusing on the City's public safety resources. These highly trained and specialized professionals are able to expand their responsibilities when handling requests for immediate and planned public safety assistance on a more regional basis. In addition to this primary function, this same work group also classifies, documents and records a wide- Resolution/CalPERS Resolution
Rev: 11/22/17

Page 3 of 3 ends

range of internal and external non-emergency requests; dispatching most to City resources, but also referring callers to other agencies when appropriate.

3. Mr. Morgan will assist with covering 9-1-1 dispatch shifts and ensure our community receives timely police, fire, and medical services.

4. 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. Morgan, Michael – Offer Letter

1500 Warburton Avenue ● Santa Clara, CA 95050 ● Phone: 408 -615-2080 ● Fax: 408-985-0667 ● www.SantaClaraCA.gov 1 Human Resources
October 4, 2024
Michael Morgan

Dear Michael,
Congratulations! This is to confirm our offer of employment for the As-Needed Temporary Employee (Retired Annuitant) (Job Code 349) position in the Police Department with the City of Santa Clara.

This letter serves as our offer of employment. Please review it carefully, sign on the designated signature line, and return the signed letter and attachments referenced below to Aracely Azevedo at [email protected] by October 11, 2024.

Below are a few key provisions for your offer of employment:
• Effect
ive Date: Monday, October 28, 2024
• Salary: Your hourly pay rate is $76.53 per hour.
• Employment Status: As-Needed employment as a retired annuitant is not to be considered permanent. This is an “at-will” position and hours in any given week is not guaranteed. Under CalPERS regulations and the City of Santa Clara practices, retired annuitants are not permitted to work more than 960 hours per fiscal year (July 1 through June 30). If you reach 960 hours during the fiscal year, your assignment will end.

If you are OR will be employed by another CalPERS agency during the course of your employment with the City of Santa Clara, you must immediately notify the Human Resources Department of any change in your employment status. • Pre-Hire Packet:

You must complete and sign the documents listed below and return them to your recruiter at (enter email address) at the same time you return this letter, accepting the City’s formal offer of employment:

City of
Santa Clara
The Center of What's Possible
Re: City of Santa Clara Offer of Employment – Michael Morgan October 4, 2024

Page 2 of 2 ends

2 I-9 Form Direct Deposit Authorization Agreement
Authorization to Continue Existing
Tax Withholdings

• Form I-9 Employment Eligibility Verification: All new employees are required to show documentation which proves their identity and their eligibility to work in the United States. A list of acceptable documentation can be found at http://uscis.gov/i- 9-central/acceptable-documents. Please bring I-9 employment verification identification with you on your first day of employment; original documents are required. You will not be eligible to work until you have completed your I-9 verification.

• New Employee Orientation (NEO): You are required to attend the NEO with the Human Resources Department to continue your employment. You have been scheduled to attend on:
o Monday, October 28, 2024 at 3:30 PM
o City of Santa Clara – City Hall: Human Resources Department o Free parking is available at the Triton Museum of Art parking lot (across the street from City Hall)
o Please bring your I-9 employment verification identification with you

If you have questions, please contact the Human Resources Department at (408) 615- 2080.

Sincerely,

Aracely Azevedo
Director of Human Resources

I accept the terms and conditions of my employment with the City of Santa Clara.

______________________________________ Date: ______________________ Michael Morgan

cc: Priya Robles, Police Department

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City Council and Authorities ConcurrentOctober 22, 2024

City Council and Authorities Concurrent
October 22, 2024