City Council and Authorities Concurrent
October 22, 2024

Resolution/Accepting the City of Santa Clara Walsh/Martin Ave. Bikeway Planning Study and Approving Roadway Concepts Page 1 of 3
Rev: 07/17/2024
RESOLUTION NO. 24-9375

A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA

ACCEPTING THE CITY OF SANTA CLARA WALSH AVENUE /

MARTIN AVENUE BIKEWAY PLANNING STUDY AND

APPROVING ROADWAY CONCEPTS

WHEREAS, in 2021, the City received a Santa Clara Valley Transportation Authority (VTA) Measure B grant totaling $175,000 to prepare the Walsh Avenue/Martin Avenue Bikeway Planning Study (“Study”);
WHEREAS, in December 2022, the City Council approved retaining TJKM Transportation Consultants to assist with development of the Study;
WHEREAS, the development of the Study was a collaborative effort involving the public, various stakeholders, the Santa Clara Bicycle and Pedestrian Advisory Committee, the Santa Clara Senior Advisory Commission, the Santa Clara Parks and Recreation Commission, and the Santa Clara Youth Commission;
WHEREAS, the Study identifies concepts for infrastructure improvements designed to encourage bicycling and walking as a safe and healthy alternative to the motor vehicle; WHEREAS, the City conducted significant community outreach to understand the issues and obtain feedback on concept alternatives, and this outreach consisted of five community meetings, six pop-up events, one City Council study session, City Council briefings, three online surveys, social media, street signs posted along the corridor, mailed notices, a project website, a project email address, a project phone number, and City website; WHEREAS, the Study is consistent with the goals and policies of the City of Santa Clara Complete Streets Policy, Bicycle Plan Update 2018, and the mobility and transportation element of the 2010-2035 General Plan;
WHEREAS, at its June 17, 2024 meeting, the Santa Clara Bicycle and Pedestrian Advisory Committee recommended City Council approve the Study; and //
Resolution/Accepting the City of Santa Clara Walsh/Martin Ave. Bikeway Planning Study and Approving Roadway Concepts Page 2 of 3
Rev: 07/17/2024
WHEREAS, the acceptance of the Plan is exempt from California Environmental Quality Act (CEQA) review pursuant to Section 15262 of the California Public Resources Code.

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

1. The City of Santa Clara hereby accepts the Walsh Avenue/Martin Avenue Bikeway Planning Study as attached and referenced herein.

2. The City of Santa Clara hereby approves the roadway concept titled, “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, No Parking” as the preferred alternative for the 80-foot-wide section of Walsh Avenue.

3. The City of Santa Clara hereby approves the roadway concept titled, “Four Lanes, Protected/Buffered Bikeway, No Parking” as the preferred alternative for the 64-foot-wide section of Walsh Avenue.

4. The City of Santa Clara hereby approves the roadway concept titled, “Four Lanes, Protected/Buffered Bikeway, No Parking” as the preferred alternative for Martin Avenue. //
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5. 6.

Direct City staff to implement the City Council's preferred roadway designs.

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 22ND DAY OF OCTOBER , 2024, BY THE FOLLOWING VOTE:

AYES: COUNCILORS:

NOES: COUNCILORS:

ABSENT : COUNCILORS:

ABSTAINED: COUNCILORS :

Attachments incorporated by reference:

1. Walsh-Martin Avenue Bikeway Planning Study
Becker, Chahal, Hardy, Jain, Park, and Watanabe
and Mayor Gillmor
None
None
None
ATTEST:~
NORAPMENTEUAMt

ASSISTANT CITY CLERK

CITY OF SANTA CLARA
Resolution/Accepting the City of Santa Clara Walsh/Martin Ave. Bikeway Planning Study and Approving Roadway Concepts Page 3 of 3
Rev: 07/17/2024
City of Santa Clara
Walsh/Martin
Avenue
Bikeway
Planning Study
DRAFT FINAL | MAY 2024
Prepared by
TJKM Transportation Consultants
2016

MEASURE B
YA
Cityof
Santa Clara
The Center of What's Pouible
Acknowledgments Table of Contents
City Council

Lisa M. Gillmor
M
ayor
Kathy Watanabe
District 1
Raj Chahal
District 2
Karen Hardy
District 3
Kevin Park
District 4
Sudhanshu “Suds” Jain
District 5

Anthony J. Becker
Vice Mayor, District 6
City of Santa Clara Staff
Michael Liw
Assistant Public W
orks Director
Steve Chan
Transportation Manager

Carol Shariat
Principal Transportation Planner

Ralph Garcia
Senior Civil Engineer

Nicole He
Project Manager, Associate Engineer
Boards and Commissions

Bic
ycle and Pedestrian Advisory Committee

Youth Commission

Parks & Recreation Commission

Senior Advisory Commission

Stakeholders

Santa Clar
a
Valley Transportation Authority (VTA)
County of Santa Clara

Santa Clara Valley Water District

Consultant T
eam
TJKM Transportation Consultants
Funding Provided by 2016 Measure B

This study w
ould not have been possible
without the generous funding provided
by 2016 Measure B Grant Program.

Executive Summary .........................................................................................................7

01. Introduction & Background .......................................................................................9 Origins of the Study ................................................................................................................. 11

02. Existing Conditions .................................................................................................16 Roadway Characteristics ....................................................................................................... ..16 Study Area Observations ........................................................................................................16 Traffic ....................................................................................................................... ...............20 Safety ........................................................................................................................ .............30 Parking Utilization ........................................................................................................... ........36

03. Corridor Alternative Concepts & Analysis ..............................................................45 Walsh Avenue - Existing Conditions/No Build ..........................................................................47 Corridor Design Concepts for Walsh Avenue — 80-foot Width .................................................55 Corridor Design Concepts for Walsh Avenue — 64-foot Width .................................................58 Martin Avenue - Existing Conditions/No Build ..........................................................................67 Corridor Design Concepts for Martin Avenue — 64-foot Width .................................................69 Traffic Analysis .............................................................................................................. ..........75 Benefits Summary ...................................................................................................................99

04. Community Engagement ....................................................................................... 102 Engagement Strategies ......................................................................................................... 102 Phase 1 Engagement Summary Findings .............................................................................. 110 Phase 2 Engagement Summary Findings ............................................................................. 112 Phase 3 Engagement Summary Findings .............................................................................. 114

05. Recommendations ................................................................................................. 118 Final Recommendation .......................................................................................................... 118 High-Level Cost Estimates .................................................................................................... 1 18 Local and Regional Grant Programs ...................................................................................... 119 State and Federal Grant Programs ........................................................................................ 120 Appendix A. Technical Memorandums
Appendix B. Survey Results
Appendix C. Community Engagement Materials
List of Figures
Figure 1: Study Area - Walsh Avenue and Martin Avenue Study Corridors ................ 10 Figure 2: Walsh Avenue and Martin Avenue Bikeway Study Schedule ....................... 14 Figure 3: Study Intersections ........................................................................................ 20 Figure 4: Level of Service Analysis for Existing Conditions (Weekday AM and PM Peaks) ........................................................................ 24 Figure 5: Level of Service Analysis for Existing Conditions (Weekday Midday) ........ 26 Figure 6: Level of Service Analysis for Existing Conditions (Saturday) ..................... 28 Figure 7: Collision by Mode .......................................................................................... 30 Figure 8: Walsh Avenue and Martin Avenue - Collision Severity ................................. 31 Figure 9: Collision Trends on Walsh Avenue between Bowers Avenue and Lafayette Street ( ) .......................................................... ...... 32 Figure 10: Primary Collision Factors (Walsh Avenue) 201 -2022 ................................ 32 Figure 11: Type of Collision (Walsh Avenue) 201 -2022 .............................................. 33 Figure 12: Collision Severity by Time of the Day (Walsh Avenue) 201 -2022 ............. 33 Figure 13: Collision Trends on Martin Avenue between Lafayette Street and De La Cruz Boulevard (201  – 2022) ..................................................... 34 Figure 14: 7\SHRI&ROOLVLRQ (0DUWLQ Avenue) 201 -2022 ..................  .............. 34 Figure 15: Primary Collision Factors (Martin Avenue) 201 -2022 ............................... 35 Figure 16: Collision Severity by Time of the Day (Martin Avenue) 201 -2022 ............ 35 Figure 17: Corridor Peak Parking Occupancy (Weekday - 1:00pm) ........................... 38 Figure 18: Speed Study - Walsh Avenue ....................................................................... 41 Figure 19: Speed Study - Martin Avenue ...................................................................... 43 Figure 20: Study Corridor - Section Map ...................................................................... 46 Figure 21: Existing Conditions/No Build Section 1 - Walsh Avenue (Bowers Avenue to Transition) ..................................................................... 47 Figure 22: Existing Conditions/No Build Section 2 - Walsh Avenue (Transition to San Tomas Aquino Creek Trail Bridge) ................................. 49 Figure 23: Existing Conditions/No Build Section 3 - Walsh Avenue (San Tomas Aquino Creek Trail Bridge Section) ......................................... 51 Figure 24: Existing Conditions/No Build Section 4 - Walsh Avenue (Martin Avenue to Lafayette Street) ............................................................. 53 Figure 25: Proposed Concept for Section 1: Four travel lanes, Center Turn Lane, Class IV Separated Bikeway, and No Parking ............... 55 Figure 26: Concept
A: Four Travel Lanes with No Parking .......................................... 59 Figure 27: Concept B: Four Travel Lanes - Remove Parking on One Side from Martin Avenue to Lafayette Street ....................................................... 61 Figure 28: Concept C: Two Travel Lanes with Center Turn Lane, Parking on Both Sides from Martin Avenue to Lafayette Street ................. 63 Figure 29: Concept C with No Parking: Two Travel Lanes, Center Turn Lane, No Parking on Both Sides ............................................................................ 65 Figure 30: Existing Conditions/No Build Section 5 - Martin Avenue (Lafayette Street to De La Cruz Boulevard) ................................................. 67 Figure 31: Concept D: Four Travel Lanes, No Parking ................................................. 69 Figure 32: Concept E: Four Travel Lanes, Remove Parking on One Side ................... 71 Figure 33: Concept F: Two Travel lanes, Center Turn Lane, and Parking on Both Sides .......................................................................... 73 Figure 34: Average Parking Occupancy Anticipated -
Walsh Avenue and Martin Avenue North Side Parking Removed ............... 79 Figure 35: Average Parking Occupancy Anticipated - ................................................ 81 Walsh Avenue and Martin Avenue South Side Parking Removed .............. 81 Figure 36: Baseline Conditions - Road Diet LOS
(Weekday AM and PM) - Concept C and Concept F .................................... 89 Figure 37: Baseline Conditions - Road Diet LOS
(Weekday Midday) - Concept C and Concept F ........................................... 91 Figure 38: Baseline Conditions - Road Diet LOS (Saturday) (Concept C & Concept F) ............................................................................. 93 Figure 39: Maptionnaire - Community Concerns (56 Responses) ..............................111 Figure 40: Survey #02 Results .....................................................................................113 Figure 41: Ranked Choice Vote for Walsh Avenue Concepts .....................................115 Figure 42: Ranked Choice Vote for Martin Avenue Concepts .....................................115 List of Tables
Table 1: Study Cross Streets and Intersections ........................................................... 21 Table 2: Corridor Travel Time ........................................................................................ 21 Table 3: Walsh Avenue and Martin Avenue —
Existing Average Daily Traffic Counts ............................................................ 22 Table 4: Corridor and Surrounding Networks Level of Service ................................... 23 Table 5: Parking Availability Summary by Location ..................................................... 37 Table 6: Parking Average Availability by Day and Time ............................................... 37 Table 7: Speed Survey Results - Walsh Avenue ........................................................... 41 Table 8: Speed Survey Results - Martin Avenue ........................................................... 43 Table 9: Estimated Collision Reduction on Walsh Avenue (201 -2022) ...................... 75 Table 10: Estimated Collision Reduction on Martin Avenue (201 -2022) .................... 75 Table 11: Estimated Parking Availability on Walsh Avenue with Parking Removal Scenarios .................................................................. 77 Table 12: Estimated Parking Availability on Martin Avenue with Parking Removal Scenarios .................................................................. 77 Table 13: Walsh Avenue - Modeled Travel Time Changes (in minutes) ....................... 85 Table 14: Martin Avenue - Modeled Travel Time Changes (in minutes) ....................... 86 Table 15: Level of Service Analysis Results ................................................................. 88 Table 16: Analysis Summary - Walsh Avenue Corridor ................................................ 97 Table 17: Analysis Summary - Martin Avenue Corridor ............................................... 97 Table 18: Benefit Summary - Walsh Avenue and Martin Avenue Corridor .................. 99 Table 19: Online Survey #02 Results - All Responses (63 Responses) ......................113 Table 20: Generalized Planning Level Costs ...............................................................118 7Walsh/Martin Avenue Bikeway Planning StudyCity of Santa Clara

01. Introduction & Background
Executive Summary
TO BE ADDED AFTER THE CITY COUNCIL’S APPROVAL

OF PREFERRED DESIGN CONCEPTS FOR THIS PROJECT

01. Introduction
& Background
109 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

01. Introduction & Background 01. Introduction & Background Figure 1: Study Area - Walsh Avenue and Martin Avenue Study Corridors

01. Introduction & Background
Study Overview
The City of Santa Clara received a 2016
Measure B Bicycle & Pedestrian Planning
Studies grant from the Santa Clara Valley
Transportation Authority (VTA) to conduct
the Walsh Avenue/Martin Avenue Bikeway
Study (Study). This study focuses on a 1.7-
mile segment of Walsh Avenue between
Bowers Avenue and Lafayette Street, and a
half-mile stretch of Martin Avenue between
Lafayette Street and De La Cruz Boulevard,
as depicted in Figure 1 . The 2016 Measure
B grant aims to close gaps in the existing
bicycle network, improve connectivity, and
enhance bicycle safety and convenience.

The Study began in January 2023 and was
completed in the fall of 2024. Its primary goal
was to identify and evaluate design options to
install Class IV bikeways on both the Walsh
and Martin Avenue corridors, which may
include options for parking removal and/or lane
reductions. At a minimum, Class II buffered bike
lanes are considered for these two corridors.

The Class IV bikeways, often referred to as
"separated bikeways" or "protected bikeways"
are dedicated on-street facilities designed
exclusively for bicyclists, with a physical
separation that separates the bikeway from
the travel lanes. Class IV bikeways provide
protection and comfort for people on bikes and
do the most to encourage a broad range of
users.

This final report of the Walsh Avenue/Martin
Avenue Bikeway Study summarizes the design
concepts, technical analyses, recommendations,
and next steps of the bikeway study. The project
team completed the study through extensive
outreach with nearby businesses, residents, and
stakeholders, including three online community
meetings, four pop-up events, and three rounds
of online surveys. Communities' priorities for the
corridor were established through interactive
polling at public workshops and multiple online
surveys. The City collected community feedback
through in-person pop-up events, interactive
activities, and outreach strategies. These
priorities helped guide the development and
evaluation of potential roadway concepts and
acted as a lens to evaluate the design concepts.

The Study evaluated VL[ years (January 201  –
December 2022) of collision data along the 
Walsh Avenue and Martin Avenue corridors
to identify high-collision intersections and 
block faces, to incorporate potential safety
enhancements into the concept design.

The Study also evaluated existing parking
inventory and occupancy along the study
corridors and within 500 feet (ft.) of the
surrounding streets (Bowers Avenue, San
Tomas Expressway, Scott Boulevard, Lafayette
Street, and De La Cruz Boulevard). Each
design concept as well as the existing roadway
configurations were evaluated for their impact
on traffic operations through a detailed corridor
transportation analysis of 23 intersections along
Walsh Avenue and Martin Avenue and parallel
roads surrounding the study corridors.

In addition to traffic impacts, the project
evaluated impacts on corridor congestion,
corridor travel times and Vehicle Miles Traveled
(VMT). Results from the data-driven analysis are
summarized in this Study with full memorandum,
included as Appendices.

It is crucial to note that this is a planning-level
document. The City Council will consider design
options and decide the best path forward given
the collected community input and analysis
findings.
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1211 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

01. Introduction & Background 01. Introduction & Background Origins of the Study
General Plan (2010 – 2035)
The City of Santa Clara General Plan aims to
provide a comprehensive, integrated bicycle
and pedestrian network that is accessible to all
community members. The plan also identifies
the study corridors as potential bike corridors
and would help close the gap in the bicycle
network.

City of Santa Clara 2010-2035 General Plan
City of Santa Clara Bicycle Plan Update
2018
Both the City of Santa Clara and the VTA
have adopted plans that highlight the need
for bicycle facilities on Walsh Avenue and
Martin Avenue. Adopted plans recommend
Class IV bicycle lanes on Walsh Avenue and
Martin Avenue. The Walsh Avenue and Martin
Avenue corridors are identified in the City’s
2010-2035 General Plan
as a recommended
location for potential bicycle corridors.

Following the bike improvement along the
two study corridors will aid in closing this gap
in the bicycle network and were identified as
a high-priority recommendations in the City
of Santa Clara’s Bicycle Master Plan and
a priority “Cross County Bicycle Corridor”
in the Santa Clara Valley Transportation
Authority (VTA) Countywide Bicycle Plan
.

The Bicycle Plan Update 2018 recommended
Class IV Bicycle lanes as the facility on
Walsh Avenue and Martin Avenue.

Class IV separated bikeways are
supportive of the City’s Complete Streets
policy and resolution (No. 18-8593).

City of Santa Clara Bicycle Plan Update 2018
VTA Countywide Bicycle Plan (2018)
Walsh Avenue and Martin Avenue corridors are
identified as high priority “Cross County Bicycle
Corridor” in the Santa Clara Valley Transportation
Authority (VTA) Countywide Bicycle Plan.

Santa Clara Countywide Bicycle Plan Update 2018
City Climate Action Plan (2022)
This plan also aligns with the City's Climate
Action Plan by outlining strategies to enhance
bicycle and pedestrian connectivity and
lower the level of traffic-related stress. These
measures are designed to promote a shift away
from vehicular transportation in favor of more
sustainable modes, like bicycling and walking.

City of Santa Clara Climate Action Plan
This plan also supports the City’s Climate
Action Plan by identifying strategies to
improve bicycle and pedestrian connectivity
and reduce their level of traffic stress to
encourage mode shifts from vehicles towards
more sustainable modes such as bicycling
and walking in Bicycle Plan Update 2018.

The Bicycle Plan Update identifies and
recommends a Class IV bicycle facility while also
proposing spot improvements at the intersection
of Walsh Avenue and San Tomas Expressway.

This recommendation is intended to help close
the gaps in the existing bicycle infrastructure
in the central Santa Clara region of the City.

City of Santa Clara Bicycle Plan Update 2018 (cont.)
Celebrating Our
Past, Present and
City of Santa Clara
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1413 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

01. Introduction & Background 01. Introduction & Background Project Relevance
The Study works toward implementation of the City’s
adopted plans and policies in the following ways:
• 2016 Measure B Bicycle & Pedestrian
Planning Grant: The City secured
a 2016 Measure B Bicycle & Pedestrian
Planning Grant, which is dedicated

to the improvement and development
of bicycle and pedestrian infrastructure.

This funding has enabled the study and
potential enhancement of these corridors.
• High Priority Corridor in City’s Bicycle
Plan Update 2018 and Countywide
Bicycle Plan: These corridors have

been identified as high-priority routes
in the City’
s Bicycle Plan Update 2018
and Countywide Bicycle Plan. This
designation underscores their significance
in promoting cycling as a viable mode
of transportation within the region.
• Implementation of the City’s Complete
Streets Policy (18-8593): The study
aligns with the City’s Complete Streets

Policy (Policy 18-8593). Complete Streets
policies aim to design and operate streets
for the safety and convenience of all users,
including pedestrians, cyclists,
and motorists.
• Supporting the Goals of the City’s
Climate Action Plan:

The study of Walsh
Avenue and Martin
Avenue is in line with
the objectives of the City’s Climate
Action Plan. Promoting cycling and
creating safer and more accessible
bicycle infrastructure contributes to
reducing greenhouse gas emissions and
mitigating the effects of climate change.
• Enhancing Safety and Comfort for All:

One of the primary goals of this study is
to enhance safety and comfort for all road

users. Improving the infrastructure along
these corridors can reduce accidents
and create a more pleasant environment for
bike users.
• Integrating with Other Existing and
Planned Bicycle Facilities: Connect to
San T
omas Aquino creek trail, existing
bicycle lanes on Scott Boulevard and
on Monroe Street, and future Class IV
bikeways on Lafayette Street, De La
Cruz Boulevard/Coleman Avenue.

Figure 2: Walsh Avenue and Martin Avenue Bikeway Study Schedule Timeline
The project, initiated in January 2023, spans
20 months across three phases. Each phase
includes a community workshop, an online
survey and various pop-up events:
• Phase 1 focused on project introduction,
comprehensive data collection, gathering
initial public input on the project vision,
and subsequent analysis.
• Phase 2, the project team presented
the community and stakeholders
with preliminary analyses and draft
design concepts for review. This phase
incorporated community input from
Phase 1, along with collision analysis,
a parking occupancy study, and design
alternatives.
• Phase 3 delved into an in-depth analysis
of the corridor, including collision
reduction estimates, parking removal
scenarios, and an extensive traffic
analysis. The project team evaluated the
impacts of existing and proposed design
concepts including traffic operations,
travel time, parking occupancy, safety
improvements, and Vehicles Miles
Travelled (VMT).

Community engagement is integral to the
entire study featuring four rounds of Bicycle
and Pedestrian Advisory Committee (BPAC)
meetings and three rounds of community
meetings. Various pop-up events were
strategically organized to introduce and
engage the community and stakeholders
further.

The inputs received from these engagements
were carefully incorporated into the design,
which was then made available for BPAC
and community input before being formally
presented to the City Council in the fall of 2024.

A graphic of the project timeline is shown
in Figure 2.

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02. Existing
Conditions
1716 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions

02. Existing Conditions
Roadway Characteristics
The study evaluated a 1.7-mile section of Walsh
Avenue between Bowers Avenue and Lafayette
Street and a half-mile stretch of Martin Avenue
between Lafayette Street and De La Cruz
Boulevard.
• Walsh Avenue is an east-west minor
arterial running parallel to Central
Expressway with a posted speed limit
of 35 miles per hour (mph). The study
corridor is mostly a four lane, two-way
road. The section of Walsh Avenue
between Bowers Avenue and San Tomas
Expressway has a center turn lane. The
adjacent land use is predominantly office
buildings, industrial parks, and surface
parking lots. The corridor has Class II
bicycle lanes or Class III bicycle sharrows
on both sides between Bowers Avenue
and San Tomas Expressway. There are
four transit stops for VTA’s Altamont
Corridor Express (ACE) Yellow Shuttle
Service along the north side of the street.
• Martin Avenue is an east-west collector
in central Santa Clara with a posted
speed limit of 35 mph. It is a four-lane,
two-way road. This segment includes an
at-grade rail crossing facility operated by
Union Pacific Railroad Company (UP).

The adjacent land use is predominantly
industrial.

Neighboring Segments
The study area along Walsh Avenue extends
from Bowers Avenue to Lafayette Street,
while the sections under consideration for the
Martin Avenue study stretch from Lafayette
Street to De La Cruz Boulevard. Adjacent
streets in this area include Bowers Avenue,
San Tomas Expressway, Scott Boulevard,
Lafayette Street, and De La Cruz Boulevard.

Bowers Avenue functions as a crucial
north-south major arterial road. Presently,
it features a Class II Bicycle Lane, but the 2018
City of Santa Clara Bicycle Update recommends
upgrading it to a Class IV Separated Bikeway
Facility for improved cyclist safety and
convenience. San Tomas Expressway serves
as a north-south expressway with a speed limit
of 45 mph. In line with the VTA Countywide
Bicycle Plan, there is a recommendation
to establish protected intersections at the
intersection of San Tomas Expressway and
Walsh Avenue. Currently, Scott Boulevard
operates as a Class II bicycle lane, but as
per the Santa Clara Bicycle Plan Update
in 2018, it is proposed to be transformed
into a Class I Shared-Use Path.

Lafayette Street, also a north-south arterial,
is currently in the planning stages for the
installation of projected bicycle lanes between
Laurelwood Road and Reed Street, an initiative
undertaken by the City of Santa Clara. This
project is designed to create a seamless
connection between the existing bicycle facilities
along Walsh Avenue and Martin Avenue
Additionally, the City is studying the De La Cruz
Boulevard Bicycle Planning Study, another major
north-south arterial. At present, it has a Class III
Bicycle Route. The objective of this study is to
identify and implement improvements that will
address gaps in the bicycle network, enhance
overall mobility, and encourage the public to opt
for more sustainable modes of transportation.

Study Area Observations
The project team conducted multiple field
visits, thoroughly assessing the study area in
terms of safety, access, and overall usability.

Participants from the City of Santa Clara Bicycle
and Pedestrian Advisory Committee (BPAC),
City of Santa Clara staff, and the project
consultants conducted a site visit
on March 24, 2023.

During this visit, the team studied the Walsh
and Martin Avenue corridors, carefully
observing field conditions such as sight
distances, conflict zones, existing facilities,
and specific pinch points. These observations
were pivotal in tackling potential challenges
and directing concentrated efforts during the
analysis and design phase. The consulting
team conducted field visits for both
weekday and weekend periods, covering
morning, midday, and afternoon sessions
on April 4th, 5th, 6th, and 8th, 2023.

Walsh Avenue
W
alsh Avenue, spanning from Bowers Avenue
to Lafayette Street, features a four-lane roadway
with parking on both sides between Martin
Avenue and Lafayette Street. No parking
is allowed on Walsh Avenue between Bowers
Avenue and Martin Avenue. There is one-hour
on-street parking restriction on the south side
of Walsh Avenue between Martin Avenue
and Scott Boulevard. During the site visit,
it was observed that some trucks parked
along the corridor, despite a no-stopping or
parking restriction for vehicles over 20 feet
in length throughout the entire corridor.

Moreover, the sidewalks along this section of
Walsh Avenue are discontinuous, so the project
team observed only small amount
of pedestrians travelling along the corridor.

The traffic volume on this corridor is relatively
low, making it susceptible to speeding, and there
are numerous office driveways opening onto the
corridor.

During the site visit, the project team noted
traffic activity on both weekdays (AM.,
Midday, and PM) and weekends. Of the seven
intersections, five are signalized, while the
other two, including the Northwestern Parkway
intersection and Martin Avenue intersection, are
side street stop-controlled. On weekdays, traffic
is generally light at most intersections in both
eastbound and westbound directions, except for
queuing observed on the eastbound left turn of
Kifer Road and northbound through lane
of Bowers Avenue.

The Walsh Avenue and San Tomas Expressway
intersection experience high traffic volumes
on San Tomas Expressway in both directions
and westbound movement of Walsh Avenue,
with light traffic on the eastbound movement but
during weekday PM periods the eastbound left
turn queue spilled over the left turn pocket
on Walsh Avenue. Light pedestrian and bicycle
activity was noted at the intersection
of San Tomas Expressway and Walsh Avenue.

Queuing observed at the intersection of San
Tomas Expressway and Walsh Avenue
Light pedestrian activity noted at the intersection of
San Tomas Expressway and Walsh Avenue
1918 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Martin Avenue
Moving on to Martin Avenue, which extends
from Lafayette Street to De La Cruz Boulevard,

it is a four-lane roadway with parking on both
sides. There is a four-hour on-street parking
restriction on the south side of Martin Avenue
and a six-hour restriction on the north side.

Similar to Walsh Avenue, trucks were observed
parked along the corridor despite the
no stopping or parking restriction for vehicles
over 20 feet in length.

The sidewalks along Martin Avenue are also
discontinuous, resulting in minimal pedestrian
and bicyclist movement. The traffic volume
on this corridor is relatively low, making
it susceptible to speeding, and there are
several driveways from offices opening onto
the corridor. the project team observed traffic
activity on Martin Avenue during weekdays
(AM, Midday, and PM) and weekends.

All three intersections on Martin Avenue are
signalized. Traffic is mostly light at two of the
three intersections, but the Martin Avenue and
De La Cruz Boulevard intersection experiences
heavy traffic on De La Cruz Boulevard in
both directions and eastbound direction,
but the queue spills back on the eastbound
left turn movement of Martin Avenue.

Light pedestrian and bicycle activity was
observed at the intersection of Martin
Avenue and Scott Boulevard.

Bicycle activity observed at the intersection of Martin Avenue and Scott Boulevard pedestrian access Pedestrian activity observed at the intersection of Martin Avenue and Scott Boulevard pedestrian access Barriers along Martin Avenue inhibit pedestrian access Parking restrictions along the Martin Avenue corridor 2120 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Traffic
The project conducted detailed traffic modeling
throughout the project area, including at 23
intersections shown in Figure 3 and Table 1.

This effort evaluated the overall Level of Service
(LOS) of each intersection using baseline traffic
volumes and compared this to the LOS policy
criteria from the City for each intersection.

The study evaluated current traffic operations
with the existing configuration and all concept
designs assuming pre-COVID traffic levels.
2023 counts were compared with historical
traffic data (pre-COVID) in the study area.

Figure 3: Study Intersections
Table 1: Study Cross Streets and Intersections
Table 2: Corridor Travel Time
The project developed an adjustment factor
by comparing pre-COVID data and traffic data
collected during hybrid or remote working
opportunities. This factor was applied to
2023 data, where there was no historical
data to develop a representation of baseline
traffic volumes for analysis purposes. The
comparison showed that 2023 traffic counts
needed to be increased by 35% for the AM
peak period (7:00 to 9:00 a.m.) and by 26%
for the PM peak period (4:00 to 6:00 p.m.)
The project team evaluated the time it currently
takes to travel the entire length of the Walsh
Avenue and Martin Avenue corridors in a car
at multiple periods (on a weekday morning
between 7:00 and 9:00 a.m., midday between
1:30 and 3:30 p.m., and evening between 4:00
and 6:00 p.m., and on Saturday between 11:30
a.m. and 1:30 p.m.). During the busiest time
of day going westbound (AM peak period from
7:00 to 9:00 a.m.), it takes 5 minutes and 31
seconds to travel the Walsh Avenue corridor.

During the busiest time of day going eastbound
(PM peak period from 4:00 to 6:00 p.m.), it
takes 4 minutes and 23 seconds to travel the
Walsh Avenue corridor, as shown in Table 2.

On Martin Avenue, the travel time is in the
range of less than 1 minute during AM and
PM peak period, as shown in Table 2.

Corridor (East-West)
Cross-Streets (North-South)
Walsh Avenue Martin Avenue Central
Expressway Reed Street Monroe Street

1. Bowers
Avenue

2. Scott
Boulevard 3. Bowers Avenue 4. De La Cruz
Boulevard

5. Scott
Boulevard

6. Northwestern
Parkway

7. Lafayette
Street 8. Scott Boulevard 9. Lafayette
Street

10. Los Padres
Boulevard

11. NVIDIA
Driveway

12. De La Cruz
Boulevard 13. Owens Corning 14. San Tomas
Expressway

15. San Tomas
Expressway 16. Lafayette Street

17. San Tomas
Aquino
Creek Trail
Crossing

18. Martin
Avenue

19. De La Cruz
Boulevard

20. Quinn
Avenue

21. Scott
Boulevard

22. Bowers
Avenue

23. Lafayette
Street
Time Period Corridor Travel Time
(min:sec) Time Period Corridor Travel Time
(min:sec)
Westbound
Walsh Avenue
Westbound
Martin Avenue
AM Peak 05:31 AM Peak 01:04
PM Peak 06:00 PM Peak 01:01
Midday 05:10 Midday 00:52
Saturday 04:53 Saturday 00:52
Eastbound
Walsh Avenue
Eastbound
Martin Avenue
AM Peak 04:19 AM Peak 01:05
PM Peak 04:23 PM Peak 01:08
Midday 04:34 Midday 01:05
Saturday 04:20 Saturday 01:10
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02. Existing Conditions 02. Existing Conditions
Traffic Volume
Baseline Existing Volumes
The project team collected traf
fic data on Walsh
Avenue and Martin Avenue for a full seven-
day period from April 2, 2023, to April 8, 2023.

During this time period, average daily traffic
(ADT) volumes along Walsh Avenue and Martin
Avenue were approximately 6,000 vehicles
per day. Historical traffic data in this study
area showed that there are approximately
15,000 vehicles a day that traveled along
Walsh Avenue and approximately 9,000
vehicles a day traveled along Martin Avenue
during pre-COVID, with a higher volume split
between eastbound and westbound traffic.

The comparison shows that the current ADT
is approximately 50% lower on Walsh Avenue
and 20% lower on Martin Avenue compared
to pre-COVID volumes. The baseline existing
traffic volumes were increased to reflect
higher historical traffic on the study corridors
for a more conservative traffic operations
analysis. Corridor ADT volumes are shown in
Table 3. Methodologies and assumptions for
the traffic operation analysis are included in
Appendix A - Technical Memorandums .
# Location Time Period
Average Daily Traffic (ADT)
2023 Counts Pre-COVID¹
EB WB Total EB WB Total
1 Walsh Avenue
(Bowers Avenue -
San Tomas
Expressway)
7-Day 2,910 3,635 6,545 - - -
Weekday (T-Th) 3,906 4,791 8,697 10,200 5,256 15,456
Weekend (Sat &
Sun) 1,253 1,642 2,895 - - -
2 Walsh Avenue
(San Tomas
Expressway - Scott
Boulevard)
7-Day 2,249 2,309 4,558 - -
Weekday (T-Th) 3,005 2,977 5,982 7,944 6,408 14,352
Weekend (Sat &
Sun) 878 962 1,840 - - -
3 Walsh Avenue
(Scott Boulevard -
Lafayette Street)
7-Day 1,575 1,748 3,323 - - -
Weekday (T-Th) 1,991 2,291 4,282 6,576 2,940 9,516
Weekend (Sat &
Sun) 684 659 1,343 - - -
4 Martin Avenue
(Lafayette Street -
De La Cruz
Boulevard)
7-Day 3,391 2,824 6,215 - - -
Weekday (T-Th) 4,232 3,513 7,745 8,568 1,296 9,864
Weekend (Sat &
Sun) 1,597 1,371 2,968 - - -
Notes: ¹For segments, 1, 2 3, and 4 in Figure 2, the pre-COVID ADT was calculated based on the historical AM and PM peak hour turning movement counts (i.e.

ADT = 12* p.m. peak hour volume as a general rule of thumb).

Table 3: Walsh Avenue and Martin Avenue — Existing Average Daily Traffic Counts
Table 4: Corridor and Surrounding Networks Level of Service Level of Service – Existing Conditions
For this study, LOS D or better is considered
meeting intersection operation standard,

and LOS E or F is considered substandard
operation for City intersections. For Congestion
Management Program (CMP) intersections
and intersections along County expressways,
LOS E or better is considered meeting
intersection operation standard and LOS F
is considered substandard operation.

The existing four-lane configuration on Walsh
Avenue and Martin Avenue was analyzed using
baseline traffic volumes with a detailed traffic
analysis model for 23 intersections along and
around the corridors. This analysis indicated
that all signalized intersections “meets standard”
except for three intersections which are
Walsh Avenue/Bowers Avenue, Central
Expressway/De La Cruz Boulevard, and Monroe
Street/Scott Boulevard. Unsignalized intersections
which are Walsh Avenue/Northwestern Parkway
and Walsh Avenue/Martin Avenue currently
operates at substandard during weekday PM peak
hour. The baseline conditions LOS is shown in
Figure 4 to Figure 6 on the following pages. A full
breakdown of traffic operations analysis results
are included in Appendix A - Working Paper 3 .

Of the 23 intersections studied, two are currently
substandard in the AM peak period, and three
are substandard in the PM peak period on
weekdays, as shown in Table 4 Corridor and
Surrounding Networks Level of Service. It
should be noted, however, that this analysis
accounts for high levels of traffic, but not for
overbuilt roadways, where utilization is too
low for the current allocations and design.

Time Period Meets Standard Substandard
AM Peak 21 2
PM Peak
20 3
Midday 23 0
Saturday 23 0
2524 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Figure 4: Level of Service Analysis for Existing Conditions (Weekday AM and PM Peaks) LEGEND
Project Street
Baseline (Existing)
Meets Standard*
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AM PM
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2726 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Figure 5: Level of Service Analysis for Existing Conditions (Weekday Midday) LEGEND
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2928 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Figure 6: Level of Service Analysis for Existing Conditions (Saturday) LEGEND
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3130 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
1c ollisions Figure 8: Walsh Avenue and Martin Avenue - Collision SeveritySafety Between January 2017 and December 2022,
there were a total of 75 collisions (including
property damage) recorded within the study
area which includes 11 visible injuries
collisions (15%), 17 complaints
of pain collisions (23%) and 47 property
damage only collisions (62%). No reported
collisions involved a fatality or severe injury.

Figure 7 shows the collisions by mode and
Figure 8 shows the collisions severity.

Figure 7: Collision by Mode
23%
15%62%
Property Damage Only
Complaint of Pain
Visible Injury
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0 3332 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Figure 11: Type of Collision (Walsh Avenue) 2017-2022
Walsh Avenue (from Bowers Avenue to
Lafayette Street)
Between 2017 and 2022, there were 52 reported
collisions on Walsh
Avenue. These included one
bicycle-related collision at Walsh Avenue and
San Tomas Expressway due to unsafe vehicle
maneuvers and one pedestrian-related collision
at Walsh Avenue and Airborne Gymnastics
Driveway due to right-of-way violation by
automobiles. None of these 52 collisions resulted
in fatalities or severe injuries. Figure 9 Illustrates collision patterns for the majority of collisions.

The collision rate on Walsh Avenue during this
period was approximately  collisions per
million vehicle miles traveled, which is lower than
the 2020 California average of 1.46 for similar
urban roadways.

The majority (33%) collisions occurred at the
intersection of San Tomas Expressway and
Walsh Avenue. The primary contributing factors
were traffic signal/ sign violations, automobile
right-of-way violations, speeding, and improper
turning as shown in Figure 10. Broadside
collisions made up 48% of all collisions, while
hit-object collisions comprised 21%. Figure
11 shows the type of collisions along Walsh
Avenue. Figure 12 shows the collision severity
by time of the day on the Walsh Avenue corridor.

Figure 9: Collision Trends on Walsh Avenue between Bowers Avenue and Lafayette Street (201  – 2022)
Figure 10: Primary Collision Factors (Walsh Avenue) 2017-2022 Over 70% of the injury collisions occurred 11:00 a.m. and 3:00 p.m Figure 12 illustrates the collision severity by time of day.

Figure 12: Collision Severity by Time of the Day (Walsh Avenue) 2017-2022 Type of
Collision Type of Violations
ii 11aa ■
40% of Collisions 15% of the 23% ofthe 21% ofthe 19% of the are Broadside Collisions occurred Collisions occurred Collisions occurred Collisions occurred Collision due to Traffic Signal due to Automobile due to Unsafe due to Improper and Sign Violation Right-of-way Speeding Turning
Violation
30% 29%
:: Ii i ,S% , .. i I ,~ '" 11 1~ '"' ·· : i I
5% - -
- --
0%
5% 4%
II
19%
.I
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50% 48%
45%
1 40%
40%
35%
30%
25%
II
21%
20%
.1
19%19%
15%
II
14%
Ii
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■ .:;. 0%
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■ Injury Collisions ■ Total Collisions
0 I I I .II I I I I
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■ Complaint of Pain ■ Other Visible Injury ■ Property Damage Only 3534 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Martin Avenue (from Lafayette
Street to De La Cruz Boulevard)
From 2017 to 2022, Martin Avenue had 23
collisions, with two resulting in visible injuries,
five resulting in complaints of pain, and 16 as
Property Damage Only (PDO). Fortunately ,
no severe injuries or fatalities were recored
during this period.

The collision rate on Martin
Avenue was 
collisions per million vehicle
miles traveled, higher than the 2020 California
average for similar urban roadways. Note that
this rate may be slightly inflated due to high
traffic and a short analysis segment. If the entire
Martin Avenue length is considered, the rate
may be lower.

Figure 13 illustrates observed collision
patterns for the majority of collisions. Broadside
collisions accounted for 48% of all collisions.

Figure 14 illustrates the types of collisions
along the Martin Avenue study corridor.

Key contributing factors identified for these
collisions included: improper turning traffic
signs, sign violations and violation of
automobile right-of-way. Figure 15 illXstrates
the primary collision factors contributing to the
collisions along the Martin Avenue study
corridor.

Over 50% of the injury collisions occurred
between 1:00 p.m. and 4:00 p.m. Figure 16
illustrates the collision severity by time of day.

Figure 13: Collision Trends on Martin Avenue between Lafayette Street and De La Cruz Boulevard (2017 – 2022)
Figure 14: Types of Collision (Martin Avenue) 2017-2022 Key contributing factors identified for these
collisions included: improper turning (4
out of 16 collisions) traffic signs and sign
violations (3 out of 16 collisions) and violation
of automobile right-of-way (3 out of 16
collisions). Figure 15 illustrates the primary
collision factors contributing to the collisions
along the Martin Avenue study corridor.

Figure 15: Primary Collision Factors (Martin Avenue) 2017-2022 Figure 16: Collision Severity by Time of the Day (Martin Avenue) 2017-2022
Over 50% of the injury collisions occurred
between 1:00 p.m. and 4:00 p.m. Figure 16
illustrates the collision severity by time of day.

Type of
Collision
ii
48% of the
Collisions are
Broadside Collision
80%
71%
70%
60%
50% 48%
40%
I
30%
20%
10%
0%
Broadside
Type of Violations
aa ■
13% of the 30% of the
Collisions occurred Collisions occurred
due to Traffic Signal due to Automobile
and Sign Violation Right-of-way
Violation
ii'
14%13%
I I
9%
□ I
22% of the
Collisions occurred
due to Improper
Turning
4%
•
4%
• Rear-End Sideswipe Head-On
■ Injury Collisions ■ Total Collisions
Hit Object Overturned
4%
• Not Stated
35%
30%
25%
20%
15%
10%
5%
0%
30%
29%
Auto R/W
Violation
29%
22%
Improper
Turning
29%
113%
1 1
4 %113% 9%
0% 1 O% i
4%
0% 1
Traffic Signals Unsafe Speed Driving Under Following Too Unknown and Signs Influence Closely
■ Injury Collisions ■ Total Collisions

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3736 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Parking Utilization
The project team evaluated the current parking
utilization and occupancy along Walsh Avenue
(between Bowers Avenue and Lafayette Street)
and Martin Avenue (between Lafayette Street
and De La Cruz Boulevard). The parking study
also accounted for on-street parking spaces
within 500 feet of the surrounding streets
(Bowers Avenue, San Tomas Expressway, Scott
Boulevard, Lafayette Street, and De La Cruz
Boulevard).

The project team conducted parking inventory
and occupancy analysis along both sides of
Walsh Avenue and Martin Avenue, and all side
streets along the two corridors (500 feet up
from each street intersection) on weekdays
and weekends. Parking occupancy counts
were collected in half-hour intervals between
9:00 a.m. to 5:00 p.m. and 11:00 p.m. to 1:00
a.m., on three weekdays: Tuesday, April 11th,
Thursday, April 6th, Friday, April 7th, and on
Saturday, April 8th, 2023.

Available parking spaces were calculated
by measuring the full length of the available
frontage along the roadway and discounting
the red curb frontage. Driveways were also
counted and then subtracted (20 feet per
driveway). This number was then divided by the
average parallel parking spot length of 22 feet
Within the study area, Walsh Avenue corridor
accommodates 150 on-street parking spaces
and Martin Avenue corridor accommodates 124
parking spaces. There are 58 parking spaces
on side streets. Utilization rates are calculated
by the number of parking spaces used out of
the full available inventory of legal spaces.

The study corridors reach a maximum parking
occupancy of approximately 37% during the
weekdays, with 111 occupied spaces and 221
parking spaces unoccupied, and approximately
29% during the weekends, with 97 occupied
parking spaces and 235 parking spaces
unoccupied. The highest area of localized
parking demand exists between Scott Boulevard
and Lafayette Street.

Table 5 shows the parking availability along
the Walsh and Martin Avenue Corridors.

Table 6 shows on average, 68% of the parking
spaces along Walsh Avenue and 74% of the
parking spaces along Martin Avenue are
available throughout the day.

On the following page, Figure 17 shows
the peak occupancy along the corridors.
(For the full report, please see Appendix
A – Technical Memorandums ).

Location
Available
Parking
Spaces
Average Cars
Observed
Parking
Utilization Rate
Parking
Availability
Overall Study Area 332 97 29% 71%
Walsh Avenue – Overall 150 56 37% 63%
Martin Avenue – Overall 124 30 24% 76%
Walsh Avenue – North Side 83 39 47% 53%
Walsh Avenue – South Side 67 17 25% 75%
Martin Avenue – North Side 67 11 16% 84%
Martin Avenue – South Side 57 19 33% 67%
Side Streets 58 11 19% 81%
Parking Count Period Walsh Avenue
Utilization
Walsh Avenue
Availability
Martin Avenue
Utilization
Martin Avenue
Availability
Side Street
Utilization
Side Street
Availability
Weekday Morning, 9:00 - 11:00 a.m. 46% 54% 31% 69% 26% 74% Weekday Midday, 12:00 - 2:00 p.m. 45% 55% 30% 70% 27% 73% Weekday Overnight, 11:00 p.m. - 1:00 a.m. 16% 84% 19% 81% 17% 83% Weekend Morning, 7:00 - 9:00 a.m. 36% 64% 26% 74% 23% 77% Weekend Midday, 11:00 a.m. - 2:00 p.m. 35% 65% 27% 73% 24% 76% Weekend Overnight, 11:00 p.m. - 1:00 a.m. 17% 83% 22% 78% 19% 81% Table 5: Parking Availability Summary by Location
Table 6: Parking Average Availability by Day and Time
3938 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Figure 17: Corridor Peak Parking Occupancy (Weekday - 1:00pm) ffiJ
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4140 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Speed Data
Walsh Avenue
The project team collected vehicle speed data
at four locations along Walsh
Avenue across
an entire seven-day period during peak and
non-peak periods to gauge speeding issues
on Walsh Avenue and Martin Avenue. Walsh
Avenue and Martin Avenue have a posted speed
limit of 35 mph.

Table 7: Speed Survey Results - Walsh Avenue
Figure 18: Speed Study - Walsh Avenue
# Location Direction
Speed
(85th
Percentile)
% of Vehicles
(>35 mph Speed
Limit)
1 Walsh Avenue between Bowers Avenue &
Northwestern Parkway
EB 40 mph 40%
WB 42 mph 68%
2 Walsh Avenue between Northwestern Parkway &
San Tomas Expressway
EB 42 mph 62%
WB 40 mph 38%
3 Walsh Avenue between San Tomas Expressway
& Scott Boulevard
EB 41 mph 56%
WB 44 mph 68%
4 Walsh Avenue between Scott Boulevard &
Lafayette Street
EB 40 mph 40%
WB 39 mph 44%
Corridor Average 41 mph 52%
Notes: EB – Eastbound; WB - Westbound
Walsh Avenue westbound between San Tomas
Expressway and Scott Boulevard experienced
68% of vehicles traveling faster than 35 mph
during the study period. The speed survey
showed that 85th percentile speed varied
between 39 mph to 44 mph and, on average,
52% of the traffic traveled at higher than the
posted speed limit on Walsh Avenue. The
speed study showed that the 85th percentile is
generally higher than the posted speed limit of
35 mph but within approximately 4 to 9 mph, as
shown in Table 7 and illustrated in Figure 18 .

Based on this survey, there is an opportunity to
reduce vehicle speeds through the application of
roadway designs and additional enforcement.
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4342 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

02. Existing Conditions 02. Existing Conditions
Martin Avenue
Speed data was collected at one location along
Martin A
venue across an entire seven-day
period during peak and non-peak periods to
gauge speeding issues on Martin Avenue. Martin
Avenue has a posted speed limit of 35 mph.

Table 8: Speed Survey Results - Martin Avenue
Figure 19: Speed Study - Martin Avenue
# Location Direction
Speed
(85th
Percentile)
% of Vehicles
(>35 mph Speed
Limit)
1 Martin Avenue between Lafayette Street & De La
Cruz Boulevard
EB 41 mph 52%
WB 44 mph 66%
Corridor Average 43 mph
Notes: EB – Eastbound; WB - Westbound
On Martin Avenue, the 85 th percentile
speed varied between 41 mph to 44 mph.

Approximately 59% of the traffic traveled at
higher than the 35 mph posted speed limit. The
speed study showed that the 85
th percentile is
generally higher than the posted speed limit of
35 mph but within approximately 6 to 9 mph, as
shown in Table 8 and Figure 19. Based on this
survey, the project presents an opportunity to
reduce vehicle speeds through the application of
roadway designs and additional enforcement.
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03. Corridor
Alternative
Concepts &
Analysis
4645 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis The project team developed four roadway
design concepts for each of the Walsh Avenue
and Martin Avenue corridors to meet the project
goals. This section provides descriptions of
each design concept, as well as the current
configuration (“No Build” scenario), along with
a corridor transportation analysis. Towards the
end of this chapter, you will find a summary
comparing these design concepts. The study
corridors are divided into five sections due
to variations in existing cross-sections:

Section 1, Section 2, Section 3, Section 4,
and Section 5 as shown in Figure 20.
• Section 1: Walsh A
venue from
Bowers Avenue to Transition
• Section 2: Walsh Avenue from Transition
to San Tomas Aquino Creek Trail Bridge
• Section 3: Walsh Avenue -
San Tomas Aquino Creek Trail Bridge
• Section 4: Walsh Avenue from
Martin Avenue to Lafayette Street
• Section 5: Martin Avenue from
Lafayette Street to De La Cruz Boulevard
This study proposes four roadway concepts
for Walsh
Avenue 64-foot typical sections:
• No Build
• Concept A: Four
Travel Lanes with No
Parking
• Concept B: Four Travel Lanes,
Remove Parking on One Side from
Martin Avenue to Lafayette Street
• Concept C: Two Travel Lanes with
Center Turn Lane, Parking on Both Sides
from Martin Avenue to Lafayette Street

Four roadway concepts for Martin Avenue:
• No Build
• Concept D: Four T
ravel
Lanes with No Parking
• Concept E: Four Travel Lanes,
Remove Parking on One Side
• Concept F: Two Travel Lanes
with Center Turn Lane, Parking
on Both Sides
These roadway cross-sections, and following
concepts, show prototypical locations on W alsh

Avenue and on Martin Avenue to demonstrate
different roadway and intersection design
features. The concepts are not specific to a
particular location or intersection on Walsh
Avenue or Martin Avenue. The existing conditions
are summarized below and represented a
“No Build” scenario.

Near Bowers Avenue and at the San Tomas
Expressway, the transition areas are wider
than 64-foot typical roadway width allowing
opportunities to fit wider bikeways. For the
purpose of this study, the conceptual design
focuses on the 64-foot typical roadway. The key
map below shows the location of each of these
sections on the study corridors.

Technical analysis serves as a crucial tool
for the proactive evaluation of the anticipated
impacts arising from modifications to roadway
design. The following section also presents
a comprehensive quantification of the potential
design-induced effects, for both current
and future scenarios, to facilitate informed
decision-making. This section provides a
summary of the main analytical methods and
key findings from each analysis, with detailed
information available in the Appendices.

03. Corridor Alternative Concepts & Analysis
Figure 20: Study Corridor - Section Map
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4847 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Walsh Avenue - Existing Conditions/No Build
Section 1 - Walsh Avenue (Bowers Avenue to Transition)
Four Travel Lanes with No Parking on Both Sides
On Walsh
Avenue between Bowers Avenue and the
transition section, the curb-to-curb width is 80 feet, with four travel lanes, a center turn lane, Class II bicycle lane on both sides and no parking as shown in Figure 21.
• 11 feet to 14 feet travel lanes
• 11 ft. center turn lane
• 3 ft. median
• 7 ft. Class II bicycle lane on both sides
Key Plan
Figure 21: Existing Conditions/No Build
Section 1 - Walsh Avenue (Bowers Avenue to Transition)
~
I·
7'
+
14'
· I·
13• I 3• I 11 • I 11 • I 14'
I 7' ·I BIKE TRAVEL LANE TRAVEL LANE • • • • CENTER TURN • • TRAVEL LANE • • TRAVEL LANE • • BIKE

LANE LANE LANE
I· · I 80' Curb-to-Curb
5049 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Section 2 - Walsh Avenue
(Transition to San Tomas Aquino Creek Trail Bridge)
Four Travel Lanes with Center Turn Lane,
No Parking on Both Sides
On Walsh
Avenue between the transition section
and the bridge section, the curb-to-curb width
is 64 feet. It has four travel lanes, a 10-foot
center turn lane, Class II bicycle lane on both
sides and no parking as shown in Figure 22.
• 10 ft. to 11 ft. travel lanes
• 10 ft. center turn lane
• 6 ft. Class II bicycle lane on both sides
Figure 22: Existing Conditions/No Build
Section 2 - Walsh Avenue (Transition to San Tomas Aquino Creek Trail Bridge) Key Plan
~
I 6' I 11 ' I 1 O' I 1 O' I 1 O' I 11 ' 1 6'
• BIKE .. TRAVEL LANE MTRAVEL LANE• ~ENTER TUR~
1 TRAVEL LANE,. TRAVEL LANE • BIKE
I· LANE LANE LANE
64' Curb-to-Curb
~
► 1
5251 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Section 3 - Walsh Avenue
(San Tomas Aquino Creek Trail Bridge Section)
Four Travel Lanes (2 Sharrow Lanes) with
Center Turn Lane, No Parking on Both Sides
On the San
Tomas Aquino Creek Trail bridge section
along Walsh Avenue, the curb-to-curb width is 64 feet
It has four travel lanes, a 12-foot center turn lane and no parking is allowed. The outermost travel lane in
each direction is designated as a sharrow (a shared
lane for bicycles and automobiles) as shown
in Figure 23.
• 12 ft. to 13 ft. travel lanes
• 12 ft. center turn lane
• 2 ft. median
Figure 23: Existing Conditions/No Build
Section 3 - Walsh Avenue (San Tomas Aquino Creek Trail Bridge Section) Key Plan
~
I·
13' I 12· I 12· I 2· I 12·
+
13'
· I SHARROW • ' TRAVEL LANE ' • CENTER TURN • • • 'TRAVEL LANE SHARROW I
LANE
I 64' Curb-to-Curb
5453 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Section 4 - Walsh Avenue
(Martin Avenue to Lafayette Street)
Four Travel Lanes with Parking on Both Sides
On Walsh
Avenue between Martin Avenue and
Lafayette Street, the curb-to-curb width is 64 feet
with four travel lanes and an 8-foot wide on-street
parking lane on both sides as shown in Figure 24.
• 12 ft. travel lanes
• 8 ft. parking lane on both sides
Figure 24: Existing Conditions/No Build
Section 4 - Walsh Avenue (Martin Avenue to Lafayette Street) Key Plan
~
I· PAR:ING ·I·
12'
· I ·
12'
+
12'
+
12'
+ PAR:ING ·I TRAVEL LANE TRAVEL LANE TRAVEL LANE TRAVEL LANE I· 64' Curb-to-Curb ·I
5655 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Corridor Design Concepts for Walsh Avenue — 80-foot Width Proposed Concept for Section 1: Four travel lanes, Center Turn Lane, Class IV Separated Bikeway, and No Parking
This proposed concept maintains the four travel
lanes and adds Class IV bikeway by reducing
travel lane widths. The existing lane widths of 13-
14 feet are narrowed to a uniform 11-foot travel
lane width.

Figure 25: Proposed Concept for Section 1: Four travel lanes, Center Turn Lane, Class IV Separated Bikeway, and No Parking
At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after the
preferred design alternative is determined.

This adjustment is proposed to accommodate
the installation of a Class IV separated bikeway,
which will be 7 feet wide bike lane with 5 feet
buffer on one side and a 3 feet wide buffer on the
other side.

This proposed section maintains the 11-
foot -wide center turn lane and the 3-foot-
wide median as shown in Figure 25.
• Maintains four travel lanes
• Maintains a center turn lane
• Maintains the location of existing median
• Adds Class IV separated bikeway
on both sides
Key Plan
1\1
I 7' I s· I 11 • I 11 • I 3• I 11 • I 11 • I 11 • I 3• I 7' I • BIKE .. .. TRAVEL LANE .. TRAVEL LANE .. .. CENTER TURN .. TRAVEL LANE .. TRAVEL LANE .. " BIKE '

LANE LANE LANE
I• 80' Curb-to-Curb • I
5857 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Corridor Design Concepts for Walsh Avenue — 64-foot Width The project team developed the following three
corridor design concepts for 64-foot typical
roadway widths in Sections 2, 3, and 4 on
Walsh Avenue:
• Concept A: Four Travel Lanes with No
Parking
• Concept B: Four Travel Lanes – Remove
Parking on One Side from Martin Avenue
to Lafayette Street
• Concept C: Two Travel Lanes with Center
Turn Lane – Parking on Both Sides from
Martin Avenue to Lafayette Street
Key Plan
6059 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept A:

Four Travel Lanes with No Parking
Concept A maintains the four travel lanes and
adds Class IV separated bikeway by reducing
lane widths and removing parking on both
sides. The existing lane widths of 10-11 feet
are transitioned to a uniform 11-foot travel
lane width. The center turn lane is repurposed
to accommodate the installation of a 7-foot
wide Class IV separated bikeway with a 3-foot
buffer separating it from the travel lanes.

This concept is illustrated in Figure 26.

Figure 26: Concept A: Four Travel Lanes with No Parking At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.

Intersection Improvement Considerations:

1. Green-backed bike symbol at
intersection approach for visibility .

2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.

3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.

4. Leading pedestrian phase
and bike phase or indication.

5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.

6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.

Segment Improvement Considerations:

1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.

2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.

3. Add “No Parking” and Speed Limit
Signs.

I·
7'
+ 3'·1·
11 '
+ BIKE TRAVEL LANE
~ LANE
11 '
+
11 '

TRAVEL LANE TRAVEL LANE
64' Curb-to-Curb
__ _J~
+ 3'·1· +
11'

TRAVEL LANE
7' J
BIKE 7
LANE ~
6261 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept B maintains four travel lanes and
adds Class IV separated bikeways by reducing
travel lane widths and removing parking on
one side from Martin Avenue to Lafayette
Street. The elimination of the parking lane on
one side accommodates the installation of a
Class IV separated bikeway, which will be a
5-foot wide bike lane with a 2-foot wide buffer
on one side and a 3-foot wide buffer on the
other side separating it from the travel lanes.

This concept is illustrated in Figure 27.

If Concept B is chosen, it is recommended to
remove parking on the south side of Walsh
Avenue between Martin Avenue and Lafayette
Street, as that would have less impact on
parking supply along Walsh Avenue.

Figure 27: Concept B: Four Travel Lanes - Remove Parking on One Side from Martin Avenue to Lafayette Street
Concept B: Four Travel Lanes - Remove Parking on One Side from Martin Avenue to Lafayette Street
Intersection Improvement Considerations:

1. Green-backed bike symbol at
intersection approach for visibility.

2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.

3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 ft. at the driveways along
the segment to improved sight distance.

4. Leading pedestrian phase
and bike phase or indication.

5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.

6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.

Segment Improvement Considerations:

1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.

2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.

3. Add “No Parking” and Speed Limit
Signs.

For the roadway sections along Walsh Avenue
that currently do not allow parking on both
sides, i.e. west of Martin
Avenue, Concept
B will look like Concept A in Figure 26 .

At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.I· 5' -1- 2'·1· 10' .L 10' 10' I

RIKF TRAVFI I ANF I
11 '
T ·1· ___ __ . ..... ____ .. __ TRAVEL LANE TRAVEL LANE TRAVEL LANE I a· I 3• I 5. I • • PARKING • • • • BIKE •
r LANE
64' Curb-to-Curb
LANE~
6463 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept C removes one travel lane in each
direction, adds a center turn lane, maintains
the existing parking on both sides from Martin
Avenue to Lafayette Street, and adds a
Class IV separated bikeway on both sides.

The Class IV separated bikeway is 5 feet
wide and includes an additional 3-foot buffer
separating bicyclists from the travel lanes.

This concept is illustrated in Figure 28.

For sections that currently do not have parking,
the Class IV separated bikeway will be widened
to a 9-foot bike lane with a 5-foot wide buffer
and 12 feet wide travel lanes. Figure 29 on the
following page illustrates the cross section.

Figure 28: Concept C: Two Travel Lanes with Center Turn Lane, Parking on Both Sides from Martin Avenue to Lafayette Street At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.

Concept C: Two Travel Lanes with Center Turn Lane,
Parking on Both Sides from Martin Avenue to Lafayette Street Intersection Improvement Considerations:

1. Green-backed bike symbol at
intersection approach for visibility.

2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.

3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.

4. Leading pedestrian phase
and bike phase or indication.

5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.

6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.

Segment Improvement Considerations:

1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.

2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.

3. Add “No Parking” and Speed Limit
Signs.
5' I 3' r 8' I 11 ' 10' 11 ' I 8' 3' I 5'

BIKE I PARKING I TRAVEL LANE I CENTER TURN I TRAVEL LANE I PARKING I I BIKE I· LANE
LANE
LANE ·I
64' Curb-to-Curb
6665 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Figure 29: Concept C with No Parking: Two Travel Lanes, Center Turn Lane, No Parking on Both Sides
I·
9'
· I· 5'
+
12'
·I·
12'
·I·
12'
·I· 5. ·I·
9'
· I BIKE TRAVEL LANE CENTER TURN TRAVEL LANE BIKE
I·

LANE LANE LANE
· I 64' Curb-to-Curb
6867 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Martin Avenue - Existing Conditions/No Build
Section 5 - Martin Avenue (Lafayette Street to De La Cruz Boulevard) Four Lanes with Parking on Both Sides
On Martin A
venue between Lafayette Street and
De La Cruz Boulevard, the curb-to-curb width is 64
feet, with four travel lanes and 8-foot wide on-street
parking facility on both sides as shown in Figure 30.
• 12 ft. travel lanes
• 8 ft. on-street parking lanes on both sides
Figure 30: Existing Conditions/No Build
Section 5 - Martin Avenue (Lafayette Street to De La Cruz Boulevard) Key Plan
~
I 8' I 12· I 12· I 12· I 12· I 8' I
• PARKING • • TRAVEL LANE • • TRAVEL LANE • • TRAVEL LANE • 1 TRAVEL LANE •• PARKING •
I• 64' Curb-to-Curb • I
7069 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept D: Four Travel Lanes, No Parking
Corridor Design Concepts for Martin Avenue — 64-foot Width Concept D maintains the four travel lanes and
adds Class IV separated bikeways by reducing
lane widths and removing parking on both
sides.The existing lane widths of 10-11 feet
are transitioned to a uniform 11-foot travel
lane width to accommodate the installation of
a 7-foot wide Class IV separated bikeway with
a 3-foot buffer separating it from the travel
lanes. This concept is illustrated in Figure 31.

At full implementation, this concept may require
Figure 31: Concept D: Four Travel Lanes, No Parking
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.

Intersection Improvement Considerations:

1. Green-backed bike symbol at
intersection approach for visibility .

2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.

3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.

4. Leading pedestrian phase
and bike phase or indication.

5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.

6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.

Segment Improvement Considerations:

1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.

2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.

3. Add “No Parking” and Speed Limit
Signs.

L T
I BIKE
r LANE
--------------~--------------~
11 • I 11 • I 11 · I 11 • I 3• I
TRAVEL LANE .. TRAVEL LANE .. TRAVEL LANE • • TRAVEL LANE .. .. 64' Curb-to-Curb
7' J
BIKE 7
LANE ~
7271 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept E: Four Travel Lanes, Remove Parking on One Side Concept E maintains four travel lanes and
adds Class IV separated bikeways by reducing
travel lane widths and removing parking on
one side. The elimination of the parking lane
on one side accommodates the installation of
a Class IV separated bikeway, which will be a
5-foot wide bike lane with a 2-foot wide buffer
on one side and a 3-foot wide buffer on the
other side separating it from the travel lanes.

This concept is illustrated in Figure 32.

If Concept E is chosen, it is recommended to
remove parking on the south side of Martin
Avenue between Lafayette Street and De La
Cruz Boulevard, as that would have less impact
on the parking supply on Martin Avenue.

Figure 32: Concept E: Four Travel Lanes, Remove Parking on One Side At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.

Intersection Improvement Considerations:

1. Green-backed bike symbol at
intersection approach for visibility.

2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.

3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.

4. Leading pedestrian phase
and bike phase or indication.

5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.

6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.

Segment Improvement Considerations:

1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.

2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.

3. Add “No Parking” and Speed Limit
Signs.

I 5• I 2• I 10• I 10• I 10• I 11' I a· I 3• I 5• I
• BIKE .. .. TRAVEL LANE .. TRAVEL LANE .. TRAVEL LANE .. TRAVEL LANE .. PARKING .. .. BIKE •

LANE LANE
I• 64' Curb-to-Curb • I 64' Curb
7473 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Concept F: Two Travel lanes with Center Turn Lane,
Parking on Both Sides
Concept F removes one travel lane in each
direction, adds a center turn lane, maintains
the existing parking on both sides, and adds
a Class IV separated bikeway on both
sides. The Class IV separated bikeway
is 5 feet wide with a 3-foot wide buffer
separating cyclists from the travel lanes.

This concept is illustrated in Figure 33.

Figure 33: Concept F: Two Travel lanes, Center Turn Lane, and Parking on Both Sides
At full implementation, this concept may require
modification of signal timings and incorporation
of pedestrian and bicycle intervals and bicycle
signal heads. These potential improvements
are to be evaluated and designed after a
preferred design alternative is determined.

Intersection Improvement Considerations:

1. Green-backed bike symbol at
intersection approach for visibility.

2. Bulb-outs, option for curb extensions
or short-term quick-build painted option.

3. Parking is restricted (red curbs) at
corners with bollards and bike lanes
and 50 feet at the driveways along
the segment to improved sight distance.

4. Leading pedestrian phase
and bike phase or indication.

5. Add vertical barriers to further
protect bicyclists from right turn
movements. If installed, vehicles are
restricted from turning right on red.

6. High-visibility crosswalks or protected
intersections could be considered
at selected intersections.

Segment Improvement Considerations:

1. Create separated bikeways on both
sides of the corridor with skipped
stripes at the driveways.

2. Add sight line buffer or restricted
parking (red curb) at the driveways
to increase sight distance.

3. Add “No Parking” and Speed Limit
Signs.
~ 3' I 8' I 11 ' I 1 O' I 11 ' I 8' I 3' I 5' I
~ --- • PARKING • • TRAVEL LANE • • CENTER TURN • • TRAVEL LANE • • PARKING• • • • BIKE •

LANE LANE LANE
I• 64' Curb-to-Curb • I 64' Curb
7675 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Traffic Analysis
Safety
Collision Reduction Estimate
The Crash Modification Factor (CMF)
is a multiplicative factor used to compute the

expected number of crashes after implementing
a given countermeasure at a specific site.

Introducing a Class IV separated bikeway
is projected to reduce bicycle-related collisions
by 45%. Moreover, the project team applied the
CMF of the safety countermeasure of “Road
Diet” (reducing travel lanes from four to three
and adding a two-way center left-turn and bike
lanes) for collisions in Concept C and F.

Concept Road Diet Bike Lane Type Estimated Vehicle
Collision Total
Vehicle
Collisions
Reduced
Bike Collisions Total Estimated Bike Collisions
Reduced Total Collisions Estimated Total
Reduced Collisions
Existing Conditions/ No Build
(64’) --  -1 -  -
Concept A (64') No Separated Bike Lane  01 0 . 5  0.5 Concept B (64') No Separated Bike Lane  01 0 . 5 20
Concept C (64') Yes Parking Protected
Separated Bike Lane 1  10 . 5 2 
Concept C (64') with no
parking Yes Separated Bike Lane 12 6 1 0 . 5  27
Table 9: Estimated Collision Reduction on Walsh Avenue (201 -2022) Table 10: Estimated Collision Reduction on Martin Avenue (201 -2022) Concept Road Diet Bike Lane Type Estimated Vehicle
Collision Total
Vehicle
Collisions
Reduced
Bike Collisions Total Estimated Bike Collisions
Reduced Total Collisions Estimated Total
Reduced Collisions
Existing Conditions/ No Build
(64’) --  00 0  0
Concept D (64') No Separated Bike Lane  00 0  0
Concept E (64') No Separated Bike Lane  00 0  0
Concept F (64') Yes Parking Protected
Separated Bike Lane   00  1
The Road Diet measure is anticipated to
reduce vehicular collisions by 35%. These
estimates are based on the Crash Modification
Factor from the California Local Roadway
Safety Manual and Federal Highway
Administration (FHWA) guidelines.

Table 9 illustrates the overall estimated
collision reduction along the Walsh
Avenue corridor. Concept C with Road
Diet is anticipated to result in a reduction
of 28 vehicular collisions respectively.

Table 10 illustrates the overall collision
reduction along the Martin Avenue corridor.

Concept F is anticipated to result in a total
reduction of 1  vehicular collisions. No bike
collisions were reported on this corridor
between 2018 and 2022, and hence there will
be no change anticipated in bike collisions.
7877 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Parking was studied along Martin Avenue
(between Lafayette Street and De La Cruz
Boulevard) and 500 feet of the surrounding side
streets. There are a total of 124 spaces between
Lafayette Street and De La Cruz Boulevard.

Analysis showed that there is adequate parking
available along the corridor. If parking were
consolidated on one side of the street under the
Four Travel Lanes with No Parking on One Side
concept, on-street parking would be available
to meet the demand. Parking availability
would be 47%– 55% on Martin Avenue, should
parking be removed on the north or the south
side respectively as shown in Table 12.

Additionally, the existing land use along
the study corridor is primarily industrial
and office/research and development. The
City of Santa Clara requires proposed
developments to meet or exceed parking
regulations defined in its Zoning Code. Since
the existing developments were required to
comply with the City of Santa Clara’s parking
regulations at the time of their approval, the
number of off-street parking spaces should
be sufficient for the existing land uses. Thus,
the removal of existing on-street parking
spaces should not cause adverse impacts.

Table 12: Estimated Parking Availability on Martin Avenue with Parking Removal Scenarios Location Available Parking Spaces Observed Parked
Vehicles
Current Parking Utilization
(No Build, Concept F)
Utilization – Martin Ave
North Side Parking Removed
Utilization – Martin Ave
South Side Parking Removed
Martin Avenue – North Side 67 11 16% N/A 45%
Martin Avenue – South Side 57 19 33% 53% N/A
Side Streets
(East Side Removed) 15 2 13% No parking removed No parking removed Side Streets
(West Side Removed) 43 4 9% No parking removed No parking removed Table 11: Estimated Parking Availability on Walsh Avenue with Parking Removal Scenarios Parking
In addition to measuring current parking
demand, the project team evaluated future

demand for parking. The project team collected
existing on-street parking inventory and
occupancy along Walsh Avenue (between
Bowers Avenue and Lafayette Street) and along
Martin Avenue (between Lafayette Street and
De La Cruz Boulevard) and 500 feet of the
surrounding side streets. There are a total of
150 spaces on Walsh Avenue,124 spaces on
Martin Avenue and 58 spaces on side streets.

Analysis showed that there is adequate parking
available along the corridor. If parking were
consolidated on one side of the street under the
Four Travel Lanes with No Parking on One Side
concept, on-street parking would be available to
meet the demand. Parking availability would be
16% – 33% on Walsh Avenue,
should parking
be removed on the north or the south side
respectively as shown in Table 11. Figure 34
and Figure 35 respectively show the average
parking occupancy anticipated if parking on
the north or south side are removed.

Scenarios
Location Available Parking Spaces Observed Parked
Vehicles
Current Parking Availability
(No Build, Concept C)
Walsh Ave North Side
Parking Removed
Walsh Ave South Side
Parking Removed
Walsh Ave – North Side 83 39 53% N/A 33%
Walsh Ave – South Side 67 17 75% 26% N/A
Side Streets
(East Side Removed) No parking available
Side Streets
(West Side Removed) No parking available
8079 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Figure 34: Average Parking Occupancy Anticipated -
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8281 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Figure 35: Average Parking Occupancy Anticipated -
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8483 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Traffic Operations
Traffic Diversion
The project team used the City of Santa
Clara
Travel Demand Model to derive growth
rates and volume deviations for the Road
Diet conditions. In the Road Diet scenarios:

Concept C and Concept F, Walsh Avenue and
Martin Avenue was reduced to one lane in each
direction. The assignment step of the travel
demand model was re-run with the Road Diet
and intersection turning movement volumes
and segment volumes were extracted. The
difference between the No Build and Road Diet
volumes was calculated and the percentage
change in the volumes were applied back onto
the baseline volumes. The updated intersection
turning movement volumes, after applying the
changes from the model due to the Road Diet,
was then balanced to get to the final volumes.

The model shows that with the proposed Road
Diet, there would be a significant reduction
in volume through the study corridors. A
comparison of these volumes shows that in
general there is a higher percentage reduction
in the peak directions, westbound during
the weekday AM peak hour and eastbound
during the weekday PM peak hour.

On Walsh Avenue, there would be an average of
34% reduction in traffic during the weekday AM
peak hour for the westbound direction and 38%
reduction in traffic during the weekday PM peak
hour for the eastbound direction for the entire
segment. Traffic would likely divert to Scott
Boulevard, Central Expressway, Monroe Street,
and Bowers Avenue to reach their destinations.

On Martin Avenue, there would be an average of
14% reduction in traffic during the weekday AM
peak hour for the westbound direction and 18%
reduction in traffic during the weekday PM peak
hour for the eastbound direction. Traffic would
likely divert to Scott Boulevard, Monroe Street,
De La Cruz Boulevard, and Central Expressway.

8685 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Travel Time – Walsh Avenue
The project team analyzed the impact on vehicle
travel times along W
alsh Avenue corridor
under baseline conditions using simulation
modeling. Travel time is the time it would
take to travel the Walsh Avenue from Bowers
Avenue to Lafayette Street. Travel time was
studied for multiple periods (weekday morning
between 7:00 and 9:00 a.m., midday between
1:30 and 3:30 p.m., evening between 4:00
and 6:00 p.m., and on Saturday between
12:00 p.m. and 2:00 p.m.). As shown in the
Table 13, Concept C (Road Diet) will result in an
increase of travel time in all the peak periods.

Travel Time – Martin Avenue
The project analyzed the impact on vehicle
travel times along Martin
Avenue corridor
under baseline conditions using simulation
modeling. Travel time is the time it would take
to travel the Martin Avenue from Lafayette
Street to De La Cruz Boulevard. Travel time
was studied for multiple periods (weekday
morning between 7:00 and 9:00 a.m., midday
between 1:30 and 3:30 p.m., evening between
4:00 and 6:00 p.m., and on Saturday between
12:00 p.m. and 2:00 p.m.). As shown in the
Table 14, Concept F (Road Diet) result in an
increase of travel time in all the peak periods.

For Walsh Avenue, during the busiest time of
day going westbound (AM peak period from
7:00 and 9:00 a.m.), it takes 5 minutes and 51
seconds to travel the study corridor. That would
increase by 35% to 7 minutes and 53 seconds
under Concept C. During the busiest time of
day going eastbound (PM peak period from
4:00 and 6:00 p.m.), it takes 7 minutes and 49
seconds to travel through the study corridor.

That would increase by 26% to 9 minutes and
49 seconds under Concept C.

The full results of
the travel time analysis are shown in Table 13.

For Martin Avenue, during the busiest time of
day going westbound (AM peak period from
7:00 and 9:00 a.m.), it takes 2 minutes and 35
seconds to travel the study corridor. That would
increase slightly by 9% to 2 minutes and 49
seconds under Concept F. During the busiest
time of day going eastbound (PM peak period
from 4:00 and 6:00 p.m.), it takes 2 minutes
and 20 seconds to travel the entire corridor.

That would increase 6% to 2 minutes and 29
seconds under Concept F.

The full results of
the travel time analysis are shown in Table 14.

Time Period
No Build and
Concepts A & B
(min:sec)
Road Diet
Concept C
(min:sec)
Travel Time Increase
((min:sec) and %)
Walsh Avenue - Westbound
AM Peak 05:51 07:53 02:02 35%
PM Peak 05:23 06:19 00:56 17%
Midday 05:21 05:29 00:08 3%
Saturday 04:58 05:10 00:12 4%
Walsh Avenue - Eastbound
AM Peak 05:01 05:30 00:29 10%
PM Peak 07:49 09:49 02:00 26%
Midday 05:05 05:17 00:12 4%
Saturday 04:44 04:44 00:00 0%
* Travel times represent modeled times and are above the average time recorded with field data during peak travel periods.

Time Period
No Build and
Concepts D & E
(min:sec)
Road Diet
Concept F
(min:sec)
Travel Time Increase
((min:sec) and %)
Martin Avenue - Westbound
AM Peak 02:35 02:49 00:14 9%
PM Peak 02:33 02:43 00:10 6%
Midday 01:33 02:25 00:52 56%
Saturday 01:37 02:33 00:56 57%
Martin Avenue - Eastbound
AM Peak 02:11 02:21 00:10 7%
PM Peak 02:20 02:29 00:09 6%
Midday 01:44 02:21 00:37 35%
Saturday 01:20 2 02:11 00:51 63%
* Travel times represent modeled times and are above the average time recorded with field data during peak travel periods.

Table 13: Walsh Avenue - Modeled Travel Time Changes (in minutes) Table 14: Martin Avenue - Modeled Travel Time Changes (in minu tes) 8887 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Level of Service
No Build
Under the No Build Option, No improvements
are proposed on Walsh Avenue and
Martin Avenue corridors. All 23 study
intersections would continue to operate
the same LOS as in existing conditions.

Walsh Avenue: Concept A &
Concept B (Four Travel Lanes)
Both Concept A and Concept B maintain the
existing number of travel lanes on Walsh
Avenue and thus operate with the same level
of capacity and LOS. Both concepts were
evaluated using baseline traffic volumes. The
intersection LOS is expected to be similar to “No
Build” conditions as the existing lane geometries
would be retained at the intersections.

Walsh Avenue: Concept C - Road Diet (Two
Travel Lanes and Center Turn Lane)
Under Concept C, Walsh Avenue would be
converted from four lanes to two lanes (one
lane in each direction) with a center turn lane
to accommodate Class IV separated bike
lane on both sides of corridor. Concept C
would also provide two eastbound receiving
lanes (approximately 400 feet length) at
the Bowers Avenue intersection and also
at the San Tomas Expressway intersection
(approximately 650 feet length).

Martin Avenue: Concept D & Concept
E – (Four Travel Lanes)
Both Concept D and Concept E maintain the
existing number of travel lanes on Martin
Avenue and thus operate with the same level
of capacity and LOS. Both concepts were
evaluated using baseline traffic volumes. The
intersection LOS is expected to be similar to “No
Build” conditions as the existing lane geometries
would be retained at the intersections.

Martin Avenue: Concept F – Road Diet
(Two Travel Lanes and Center Turn Lane)
Under Concept F, Martin Avenue would be
converted from four lanes to two lanes (one
lane in each direction) to accommodate Class
IV separated bikeway on both sides of corridor.

Concept F would provide two eastbound
receiving lanes (approximately 70 feet length)
at the Lafayette Street intersection.

Of the 23 intersections studied, two are currently
substandard in the AM peak period and three are
substandard in the PM peak period on weekdays.

Under Concepts C and F, which involve the
reduction of one travel lane per direction,four are
substandard in the AM peak period and two are
substandard in PM peak period on weekdays.

Walsh Avenue and Martin Avenue stop controlled
intersection improved from substandard to meets
the standard under Concept C. This is due to the
delay has been reduced for critical movement.

The results are summarized in Table 15.

The Road Diet (Concept C and Concept F)
conditions of LOS are shown in Figure 36 to
Figure 38. Traffic analysis results indicated
that the following intersections would operate
substandard in the Road Diet conditions. A full
breakdown of traffic operations analysis results
are included in Appendix A - Working Paper 3.

• Walsh Avenue/Bowers Avenue – PM
• Walsh Avenue/Northwestern Parkway – PM
• Central Expressway/
De La Cruz Boulevard – AM
• Monroe Street/Scott Boulevard – AM
• Monroe Street/Quinn Avenue – AM
• Monroe Street/Bowers Avenue – AM
Table 15: Level of Service Analysis Results
Time Period
No Build, Walsh Avenue: Concepts
A & B, Martin Avenue:

Concepts D & E
Road Diet - Concepts C & F
Meets Standard Substandard Meets Standard Substandard
AM Peak 21 2 19 4
PM Peak 20 3 21 2*
Midday 23 0 23 0
Saturday 23 0 23 0
Note:* Walsh Avenue and Martin Avenue stop-controlled intersection improved from sub- standard to meets the standard under Concept C. This is due to the delay has been reduced for critical movement of northbound left turn from Martin Avenue to Walsh Avenue.

The project team also conducted a queuing analysis to evaluate the distance in which cars would queue to turn at intersections to see how each concept might impact the distance.

Long queues may require motorists to wait through multiple signal cycles to turn and could impact overall traffic delay. Under the Road Diet scenario, Concepts C and F, the analysis did not show significant increases in queue lengths at all study intersections. 9089 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis LEGEND
Project Street
Baseline (Existin
g)
AM PM
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Airport
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O
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VD

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BOWERS AVE

BOWERS AVE

LAFAYETTE ST

REED ST

SAN TOMAS EXPY
Meets Standard*
Substandard

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Figure 36: Baseline Conditions - Road Diet LOS (Weekday AM and PM) - Concept C and Concept F 0 •
•
•
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•
•
• • •
• •
•
•
• •
•
•
•
•
•
e •
•
■
9291 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis LEGEND
Project Street
Baseline (Existing)
San JoseMineta
International
Airport
101
NVIDIA
AmericanBarbellClubs
Owens Corning
Minuteman
Press

SCOTT BLVD SCOTT BLVD

E V A H S L A W

CENTRAL EXPY

LAFAYETTE ST

CABRILLO AVE
T R A
ME

V A N I

SAN TOMAS EXPY

SAN TOMAS AQUINO CREEK

DE LA CRUZ BLVD

L E Z N E
ML
P

C T S U D R A T ST

MARTIN AVE
O
MS

E O R N T

MONROE ST

CHROMITE DR

SOUTH DR

QUINN AVE

LOS PADRES BLVD

CENTRAL EXPY

E V A H S L A W

NORTHWESTERN PKWY

BOWERS AVE

BOWERS AVE

LAFAYETTE ST

REED ST

SAN TOMAS EXPY
Meets Standard*
Substandard

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Figure 37: Baseline Conditions - Road Diet LOS (Weekday Midday) - Concept C and Concept F 0 •
•
•
• •
•
•
• • •
• •
•
•
• •
•
•
•
•
•
•
•
■
9493 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis LEGEND
Project Street
Baseline (Existing)
San JoseMineta
International
Airport
101
NVIDIA
AmericanBarbellClubs
Owens Corning
Minuteman
Press

SCOTT BLVD SCOTT BLVD

E V A H S L A W

CENTRAL EXPY

LAFAYETTE ST

CABRILLO AVE
T R A
ME

V A N I

SAN TOMAS EXPY

SAN TOMAS AQUINO CREEK

DE LA CRUZ BLVD

L E Z N E
ML
P

C T S U D R A T ST

MARTIN AVE
O
MS

E O R N T

MONROE ST

CHROMITE DR

SOUTH DR

QUINN AVE

LOS PADRES BLVD

CENTRAL EXPY

E V A H S L A W

NORTHWESTERN PKWY

BOWERS AVE

BOWERS AVE

LAFAYETTE ST

REED ST

SAN TOMAS EXPY
Meets Standard*
Substandard

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Figure 38: Baseline Conditions - Road Diet LOS (Saturday) (Concept C & Concept F) 0 •
•
•
• •
•
•
• • •
• •
•
•
• •
•
•
•
•
•
•
•
■
9695 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Vehicles Miles Traveled
The project team also modeled changes to
V
ehicle-miles Traveled (VMT) if a bikeway were
to be installed. Depending on how available
and inviting alternatives to driving a personal
vehicle are, people will change their behavior,
shifting certain trips from driving to walking,
biking, or transit. The project team used the VMT
Reduction Estimation methodology developed
by the California Air Resources Board.

The method estimates the annual VMT
reduction based on anticipated bicycle ridership
change and bike trip length. The proposed
bike lane length and type (Class IV separated
bikeway) are all the same in proposed design
concepts for each of the study corridors, so
the bicycle ridership change is anticipated
the same among the corridor concepts.

The project team estimated that a continuous
bicycle lane on the Walsh Avenue corridor will
reduce VMT by 1,822 miles per year between
Lafayette Street and De La Cruz Boulevard.

The project team estimated that a continuous
bicycle facility on the Martin Avenue corridor
will reduce VMT by 447 miles per year.
9897 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Summary
The comparison of analysis results between the
proposed concepts are summarized in T
able 16
through Table 17. The benefits are summarized
in Table 18.

Table 16: Analysis Summary - Walsh Avenue Corridor
Table 17: Analysis Summary - Martin Avenue Corridor
Concept
Walsh Avenue Corridor Entire Study
Area
Speed Reduction Collision Reduction Potential Parking Available on Walsh Ave
Travel Time
(min:sec) Annual VMT Reduction Substandard Level
of Service
Current Conditions / No Build Option None None N: 53%
S: 75%
AM: 5:51
PM: 5:23 N/A AM: 2
PM: 3
Concept A:
4 Lanes; No Parking, Protected Bike Lanes
1-6 mph
slower Negligible No parking on both sides AM: 5:51
PM: 5:23 1,822 AM: 2
PM: 3
Concept B:
4 Lanes; Protected and
Parking Protected Bike Lanes
1-6 mph
slower Negligible 16–33% depending on side AM: 5:51
PM: 5:23 1,822 AM: 2
PM: 3
Concept C:
2 Lanes; Parking Protected Bike Lanes,
Center Turn Lane
3-6 mph
slower Yes Same as No Build AM: 7:53
PM: 6:19 1,822 AM: 4 (+2)
PM: 2 (-1)*
If Concept B is chosen, it is recommended to remove parking on the south side of Walsh Avenue between Martin Avenue and Lafayette Street, as that would have less impact on parking supply along Walsh Avenue.

Concept
Martin Avenue Corridor Entire Study
Area
Speed Reduction Collision Reduction Potential Parking Available on Walsh Ave
Travel Time
(min:sec) Annual VMT Reduction Substandard Level
of Service
Current Conditions / No Build Option None None N: 84%
S: 67%
AM: 2:35
PM: 2:33 N/A AM: 2
PM: 3
Concept D:
4 Lanes; No Parking, Protected Bike Lanes
1-6 mph
slower Negligible No parking on both sides AM: 2:35
PM: 2:33 447 AM: 2
PM: 3
Concept E:
4 Lanes; Protected and
Parking Protected Bike Lanes
1-6 mph
slower Negligible 47–55% depending on side AM: 2:35
PM: 2:33 447 AM: 2
PM: 3
Concept F:
2 Lanes; Parking Protected Bike Lanes,
Center Turn Lane
3-6 mph
slower Yes N: 84%
S: 67%
AM: 2:49
PM: 2:43 447 AM: 4 (+2)
PM: 2 (-1)*
If Concept E is chosen, it is recommended to remove parking on the south side of Martin Avenue between Lafayette Street and De La Cruz Boulevard, as that would have less impact on the parking supply on Martin Avenue.

The annual VMT reduction estimate is based on formula from California Air Resources Board, Quantifying Reductions in Vehicle Miles Traveled from New Bike Paths, Lanes, and Cycle Tracks https://ww2.arb.ca.gov/sites/default/files/auction-proceeds/bicycle_facilities_technical_041519.pdf 10099 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

03. Corridor Alternative Concepts & Analysis 03. Corridor Alternative Concepts & Analysis Benefits Summary
Table 18: Benefit Summary - Walsh Avenue and Martin Avenue Corridor Walsh Avenue and
Martin Avenue Corridors No Build Concept A & D - Four Lanes; No Parking
Concept B & E - Four Lanes;
Remove Parking
on One Side
Concept C & F - Two Lanes;
Center Turn Lane Parking
on Both Sides
Yes No Yes No Yes No Yes No
Benefits for Bicyclists
Adds a bicycle facility •• • •
Provides physical separation between traffic and bicyclists •• • • Encourages bicyclists to not ride on sidewalks •• • •
Provides consistent clear visibility of bicyclists •• • • Allows bicyclists to maneuver around debris •• • •
Allows bicyclists to maneuver around debris •• • •
Benefits for Drivers
Maximizes roadway and intersection capacity •• • •
Potential to significantly reduce vehicle collisions • •• • Adds a turn lane for safer turning maneuvers •• • •
Benefits for Community and Businesses
Reduces VMT •• • •
Maintains exsiting on-street parking capacity •• • •
Encourages slower automobile speeds •• • •
Does not increase pedestrian midblock crossing demand •• • • Maintains existing trash collection plan •• • •
Does not require construction funding •• • •

04. Community
Engagement
103102 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

04. Community Engagement 04. Community Engagement
Engagement Strategies
Project Website, Hotline, and Email
The City of Santa Clara hosted and maintained
a dedicated project website and provided
information about the W
alsh Avenue/Martin
Avenue Class IV Bikeway Planning Study.

This website, launched in January 2023, was
a key landing page for the public to receive
project updates and information, including
project documents, public event details, online
surveys, and recordings for public workshops.

Site Visit
Participants from the City of Santa Clara
Bicycle and Pedestrian Advisory Committee
(BPAC), City of Santa Clara staff, and the
project consultants conducted a site visit on
March 24, 2023. During this visit, the team
studied the Walsh and Martin Avenue corridors,

04. Community Engagement
The project team also provided a dedicated
phone number as an accessible alternative
for community members to leave project
feedback, as well as an email address for
the project to message with comments. The
project email account regularly sent updates
to everyone who had signed up for project
notifications whenever new information or
materials were added to the project website,
including meeting and survey details.

Project Website
carefully observing field conditions such
as sight distances, conflict zones, existing
facilities, and specific pinch points. These
observations were pivotal in tackling potential
challenges and directing concentrated efforts
during the analysis and design phase.

BPAC members observing Martin Avenue
during the site visit.

Truck parking along Martin Avenue.

San Tomas Aquino Creek Trail Crossing.

BPAC members observing Walsh
Avenue during the site visit.

San Tomas Aquino Creek Trail Bridge
von Walsh Avenue.

Barriers along the sidewalk.

Walsh Avenue/Martin Avenue Class IV Blkeway
Planning Study
Ci<Yol
SantaClara
- 7
105104 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

04. Community Engagement 04. Community Engagement
Committee/Commission Meetings
The project team met with the following
Committees/Commissions and the City Council
to provide project updates, gather input,
and receive guidance.

Bicycle and Pedestrian Advisory
Committee (BP
AC)
Meeting 1: Plan overview, schedule,
and BP
AC priorities (March 27, 2023)
The primary objective of this meeting was to
outline the project's goals and methodology,
as well as to collect input regarding the current
conditions and identified problems along the
corridor.

Meeting 2: Review and collect feedback on
draft corridor concepts (August 28, 2023)
This presentation included an analysis of the
corridor, covering aspects such as parking and
collision data, and introduced initial draft corridor
concepts. BPAC had a robust discussion and
provided feedback on the roadway concepts.

Meeting 3: Review analysis results and
provide feedback on draft concepts (January

22, 2024)
The project team introduced four design
alternatives for both study corridors, and

presented community feedback from the
second online survey. The presentation
included an analysis including collision
reduction estimates, scenarios involving
parking removal, and a comprehensive
traffic analysis that considered factors such
as LOS and alterations to travel time.

Meeting 4: Approve the final report and
recommend the preferred design concept
to the City Council (June 24, 2024)
Project team presented the summary of
the final survey conducted to choose the
preferred design concept. BPAC members
voted on updated design concepts
and provided general comments.

Senior Advisory Commission
The project team met with the Parks and
Recreation Commission on September 19,

2023 during Phase 2 of the project to inform
commissioners and members of the public
about the project and collect feedback on
the proposed bikeways and general project
input. The project team also provided
project timelines and ways commissioners
can stay involved with the project.

Parks and Recreation Commission
The project team met with the Parks and
Recreation Commission on September 19,

2023 during Phase 2 of the project to inform
commissioners and members of the public
about the project and collect feedback on
the proposed bikeways and general project
input. The project team also provided
project timelines and ways commissioners
can stay involved with the project.

Youth Commission
The project team met with the Youth
Commission on September 12, 2023 during

Phase 2 of the project to inform commissioners
about the project and collect feedback on
the proposed bikeways and general project
input. The project team also provided
project timelines and ways commissioners
can stay involved with the project.

Community Workshops
Community workshops offer a direct avenue
to engage with the public, providing project
information, pinpointing existing concerns,
and collecting feedback on project ideas.

The project encompassed three distinct
phases of workshops, and the promotion of
these community workshops was extensive.

Workshop recordings are available on the
project website for review. Each phase of
community engagement included postcard
notifications to 1,019 mailing addresses
located within a half-mile radius of the corridor
for each of the three rounds (totaling 3,057
notices sent). Each postcard indicated the
project includes the potential to add bicycle
lanes with the removal of on-street parking or
travel lanes. The team created and produced
10 roadway signs with project information and
placed them along the corridor early during
Phase 1 engagement. Signs remained along
the corridor for the duration of the project.

Additionally, project promotions were carried
out through social media posts from the City,
stakeholders, and community partners, as well
as via the City Manager's Blog, Inside Santa
Clara newsletter, and the project website.

Details regarding meeting dates, times, and
general themes for each round can be found
below, and for more information, you can refer
to Appendix 3 - Community Engagement
Materials , which contains postcard
notifications, and materials provided.
• Phase 1 (Project Introduction):

Community Workshop #1:

May 25, 2023

• Phase 2 (Roadway Concepts):

Community Workshop #2:

September 20, 2023
• Phase 3 (Preferred Roadway Concepts):

Community Workshop #3:

January 25, 2024
107106 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

04. Community Engagement 04. Community Engagement
Snapshot of Phase 2 Community Workshop
Phase 2 – Roadway Concepts
In the Phase 2 workshop, the project team
presented the findings of the corridor analysis,
which included parking demand analysis and

collision analysis along the study corridor.

The results of the first community survey
were also shared. The primary objective
of this meeting, conducted virtually on
September 20th, 2023, at 5:30 p.m. via
Zoom, was to introduce the community to
the draft design concepts. Additionally, in
this round of community meetings, the link
and QR code for the second community
survey were presented and promoted.

Phase 3 – Preferred Roadway Concepts
Phase 3 workshops focused on refining the
conceptual designs by gathering feedback
from the community
. This workshop was
conducted on January 25th, 2024, and provided
participants with final design concepts and
the technical analysis related to Concepts
A, B, and C on Walsh Avenue and Concepts
D, E, and F on Martin Avenue. Additionally,
in this round of community meeting, the link
and QR code for the third and final community
survey were presented and promoted.

Snapshot of Phase 3 Community Workshop
Phase 1 – Project Introduction
During the Phase 1 workshop, the project team
introduced the project and asked the community
members about their travel experiences and

vision of the study corridors. This virtual
session took place on May 25th, 2023, at 5:30
p.m., conducted via Zoom, and had a total of
7 attendees. During the meeting, a combined
total of 10 comments were submitted, either
through chat or video conference. Notably, 86%
of the participants were residents residing in the
area. Half of the attendees (50%) mentioned
using Walsh Avenue and Martin Avenue for
recreational purposes. The majority of the
participants, constituting 71%, expressed
their belief that Class IV separated bikeways
would promote cycling along the corridor.

Snapshot of Phase 1 Community Workshop
Pop-up Events
The project team organized several pop-up-style
events to engage with the community members,
gather additional input, and raise awareness
of the project. The four pop-up events featured
information kiosks equipped with poster boards
presenting an overview of the project and QR
codes linked to the project website.

Each of the pop-up events included three
other separate bikeway studies on Monroe
Street, Benton Street, and Coleman
Avenue/De La Cruz Boulevard.

Each of the corridor options, including the
existing one, were displayed. Community
members can put down their vote for the
alternative they preferred. Comment cards
were also provided to community members for
written feedback, and QR codes and survey
links were made accessible for community
members to participate in the online survey.

Bike to Work Day
Bay Area Bike to Work Day, an annual event
in the San Francisco Bay Area that promotes

bicycle commuting, featured a booth hosted
by the City’s Public Works Department
dedicated to the Walsh Avenue/Martin Avenue
Bikeway Planning Study. The project team
had the opportunity to interact with over 50
community members from 6:30 a.m. to 10:00
a.m. at the San Tomas Aquino Creek Trail and
Agnew Road during this pop-up event. The
main objective of this event was to introduce
residents and regular commuters to the project
and gather their feedback on safety concerns
and their perceptions of the study corridor.

Earth Day/Arbor Day
At the Earth Day / Arbor Day event held at
Central Park on April 27, 2023, from 10:00

a.m. to 2:00 p.m., the project team introduced
the four corridor studies, including the Walsh
Avenue/Martin Avenue Bikeway Planning
Study, to the public. A map of the study
corridors with a QR code that linked to the
project webpages was displayed. Overall,
four members of the public signed up for
project updates through email contact.

Community members stop to discuss
bikeway concepts on Bike to Work Day

1. Introd uctions

2. Project Purpose

3. Project Approach

4. Study Area Today

5. Scope of Work

6. Your Vision

7. Next Steps
Avenue Class IV
Bikeway Plannin
Study
Phase 3 - C ommunity Work
Corridor Analysis and Design
Concept Preference
January 25, 2024
.«'n1tM

CITY OF SANTA CLARA
Earth Day/Arbor Day
Celebration
109108 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

04. Community Engagement 04. Community Engagement
Holiday Tree Lighting Ceremony
The project team also attended the Holiday
Tree Lighting at Central Park on December

1, 2023, where a similar booth was set up for
broader community members to learn about
the project. The booth operated from 5:30
p.m. to 8:30 p.m. and featured two poster
boards, a sign-in sheet, comment cards,
and project information available in both
digital and paper formats. Approximately
20 community members engaged with the
project team at the booth during the event.

Caltrain Commuter Outreach
On February 15, 2024, the project team set up a
pop-up event at the Santa Clara Caltrain station
to showcase the W
alsh Avenue and Martin
Avenue Bikeway Planning Study and promote
the final project survey. The booth operated from
4:00 p.m. to 6:00 p.m. and featured one poster
board, comment cards, and project information
available in both digital and paper formats.

Approximately 15 residents/commuters engaged
with the project team at the booth during the
event. The residents/commuters were handed
out flyers with the QR code for the final survey.

Community members stop by to discuss
concepts and vote for their most preferred
choices at the Holiday Tree Lighting Event
Community members stop by to discuss
concepts and vote for their most preferred
choices at the pop-up at Caltrain Station
Online Surveys
The project team conducted three public surveys
throughout the project period, and posted all
three to the project website. The first was a brief
survey that included questions on transportation
preferences and behaviors, specific questions
about how attendees use Walsh Avenue or
Martin Avenue, and demographic questions.

The second survey gathered feedback and
preferences on draft corridor concepts, while
the third survey asked for ranked preferences
on corridor concepts after revision.

Survey 1: Maptionnaire Platform
The first round of community outreach and
survey was supplemented with an interactive
map platform.

The interactive map was used
to solicit the safety concerns of the community
and stakeholders. This survey helped us
identify the concern areas and helped us
pinpoint and locate them on a map. In total, we
received a total of 56 comments. 39 of them
were along Walsh Avenue and 15 comments
were received along Martin Avenue. The
platform received two additional comments
that were applicable to both corridors.

Maptionnaire Map input platform used to
conduct the first community survey
Survey 2: Draft Design Concepts Survey
The second round of surveys was created to
gather community feedback specifically on
the draft corridor concepts.

The second online
survey sought feedback on the draft corridor
concepts. The second survey was available
between September 2023 and October
2023. The survey received 63 responses.

Survey 3: Preferred Design Concept Survey
The third and final round of survey was
created to gather community feedback on

their preferred alternative. This survey was
available between January 2024 and February
2024. The survey received 45 responses.

Santa Clara Art & Wine Festival
During the 41st Annual Santa Clara Art and
Wine Festival at Central Park on September
16, 2023, and September 17, 2023, the project

team had a booth to showcase the Walsh
Avenue and Martin Avenue Bikeway Planning
Study. The booth operated from 10:00 a.m.
to 6:00 p.m. and featured two poster boards,
a sign-in sheet, comment cards, and project
information available in both digital and paper
formats. Approximately 60 community members
engaged with the project team on the project.

Community members stop by to discuss
concepts and vote for their most preferred
choices at the Art & Wine Festival
Walsh Avenue / Martin Avenue Class IV Bikeway
Planning Study
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111110 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

04. Community Engagement 04. Community Engagement
Phase 1 Engagement Summary Findings
Travel Trends/Preferences Summary
At the first community workshop, the project
team inquired about the usual places people
visit when traveling through the Walsh and
Martin Avenue corridor. The respondents’ word
frequency illustrated the prevalence of certain
destinations, with “Home Depot,” “gym,” and
“office” being the most frequently mentioned.

Usual places that participants visit while travelling
through the Walsh & Martin Avenue Corridor
To gain insight into the perceptions of traveling
along this corridor, the team also asked
participants about the associations that come
to mind when thinking of Walsh and Martin
Avenues. Some of the commonly provided
responses included "industrial" and "unsafe."
Perception of travelling along the Walsh
& Martin Avenue Corridors
To gain a better understanding of the long-
term community vision for the corridor, the
project team asked respondents to identify
one to three words that come to mind when
thinking of the future of Walsh/Martin Avenue.

Some of the most common phrases identified
for the future of Walsh/Martin Avenue include
‘safe’, ‘bike lanes’, and ‘connection’ as
shown in the word clouds to the right.

Community’s long term vision for the Walsh
& Martin Avenue Corridors
Community Survey 1 Findings
An interactive map platform was used to solicit
the safety concerns of the community and
stakeholders.

This survey helped us identify the
concern areas and helped pinpoint and locate
them on a map. In total, we received a total of
56 comments. 39 of them were along Walsh
Avenue and 15 comments were received along
Martin Avenue. The platform received two other
comments that applied to both corridors.

Figure 39 illustrates the location
and type of concern:

The top concerns included:

1. Intersection improvements for bicycle safety
and continuity along several intersections.

Some of the major intersections of concern
include:
a. Walsh Avenue and San Tomas
Expressway
b. Walsh Avenue and Bowers Avenue
c. Martin Avenue and De La Cruz
Boulevard
d. Walsh Avenue and Scott Boulevard
e. Walsh Avenue and Lafayette Street
f. Walsh Avenue and Northwestern
Parkway

2. Need for a bicycle facility along
the entire study corridor

3. Speeding related concerns
along Martin Avenue

4. Need for a center turn lane along
Walsh Avenue between San Tomas
Expressway and Lafayette Street and
the entire study length of Martin Avenue
Figure 39: Maptionnaire - Community Concerns (56 Responses) somewhere traffic bike f t
Viicfu stria lr~ad
safety speedU nsafehigh time
needs ous 1 hostilelanes peop e
parks h musson
offi eel. IO m e deport
posttl e nQ{wqrkatm
lame 'gym airport
suburban
connectionf
good
blaferSa e e acc~ssi ble
corridor
1 , lnterM"Ction
@) lmprovemen1 for
Bicycle Safety&
Continuity
.ifi} I ! I SJ
~,
• \
it"""'"'
Bicycle ~ Speeding
Facility
s Needfo, Center Turn
Lane
§ """"""' ! a i " E
g
.
• w~se- csi i
-::'
! ~ •
t
'-'.\lfflNA'lf. 5
~
• .

MAl!P•./AV'E
§
113112 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

04. Community Engagement 04. Community Engagement
Phase 2 Engagement Summary Findings
Community Survey 2 Findings
This segment of the public engagement
survey featured preliminary design concepts
for new bicycle facilities on W
alsh Avenue
and Martin Avenue, presented to the City in
September 2023. The community expressed
support for each alternative and offered
constructive feedback on the positive aspects
of each concept as well as areas for potential
improvement. The summary of the findings of
the survey is listed below:

Summary and Learnings
• A total of 63 respondents took the second
survey
•
The highest proportion of respondents
(57%) either reside or have their
workplace situated on Walsh Avenue,
or they regularly commute through this
corridor (52%).
• More than a third of those surveyed (38%)
either reside or have their workplace
situated within a short distance of Martin
Avenue. An additional 30% occasionally
traverse this route, while 28% do so
regularly.
• Most of the respondents are aware of the
project from the City of Santa Clara
Website or through other sources involving
biking, work-related updates, and
NVIDIA communication.
• Proposed Section A received 73% support.

Of this, 17% were amenable to supporting
it with minor adjustments, while
2% stipulated substantial modifications
as a prerequisite for their support.

Additionally, 8% expressed outright non-
support for the proposed concept.
• Concept A, featuring "Four Lanes, No
Parking," garnered strong support, with
87% of respondents expressing favor or
indicating support with minor changes. The
appeal lies in the preference for protected
facilities, buffer space, and wider bike
lane. Respondents expressed interest in
learning more about the specific types of
barriers proposed.
• Concepts C and F, presenting "Two Lanes,
Center Turn Lane, Parking on Both Sides,"
received the backing of 71% of
respondents, either outright or with minor
suggested modifications. The benefit
of protected facilities, the retention of
parking, and the utilization of parked
cars as a physical barrier were key
factors. Respondents indicated a desire
for more information regarding traffic
impacts associated with lane removal and
intersection treatments.
• Concepts B and E, presenting "Four
Lanes, Remove Parking on One Side,"
secured the support of 61% of
respondents, either outright or with minor
suggested modifications. Respondents
appreciated the presence of protected
facilities and some on-street parking.

However, concerns were raised about
parking obstructing visibility, leading to a
request for the removal of parking on the
north side of the corridor.
• The results of the survey are tabulated
in Table 19 and illustrated in Figure 40.

Appendix 2 of this report provides
full survey results.

Response
Four Lanes, No
Parking
(Concept A)
Four Lanes,
Remove Parking
on One Side
(Concepts B & E)
Two Lanes,
Center Turn
Lane, Parking on
Both Sides
(Concepts C & F)
Two Lanes,
Center Turn Lane,
No Parking
(Part of Concept
C)
Fully support 72% 49% 51% 67%
Support with minor
changes 15% 12% 20% 2%
Needs major
changes to get my
support
2% 20% 9% 10%
I do not support this
concept 11% 19% 20% 21%
Table 19: Online Survey #02 Results - All Responses (63 Responses) Figure 40: Survey #02 Results
70%
60%
50%
40%
30%
20%
10%
0%
15%
I
11%
2%
-Four Lanes, No
Parking
(Concept A)
4 9%
20% 19%
ii~
Four Lanes,
Remove Parking
on One Side
{Concepts B & E)
67%
51%
Iii'~ -
21%
l~i
Two lanes, Two Lanes,
Center Turn Center Turn lane,
Lane, Parking on No Parking
Both Sides (Part of Concept
C)
■ Fully support ■ Support with minor ■ Needs major changes I do not support this 115114 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

04. Community Engagement 04. Community Engagement
Ŷ Infrastructure Improvements:
¸ Support for narrower car
lanes, wider bike lanes, and
center turn lanes.

Ŷ Concerns about Impact on Commute
and Businesses:

Ŷ Opposition to parking removal and
lane width reduction due to
commute impact.

Ŷ The results for survey 3 are
respectively shown in Figure 41
and Figure 42 for the preferred
alternatives for Walsh Avenue and
Martin Avenue.
the majority with 58% of the votes,
surpassing other alternatives. The second
most preferred alternative was Concept
A, featuring four lanes and no parking
alternative which garnered 40% of the
votes
• For the alternatives considered for the
Martin Avenue corridor, Concept F,
featuring two lanes, a center turn lane,
and parking on both sides, emerged as the
most favored choice. Concept F secured
the majority with 56% of the votes,
surpassing other alternatives.

The second most preferred alternative was
Concept D, featuring four lanes and no
parking alternative which garnered 40% of
the votes
• The survey participants were also asked
to provide reasons for supporting their
preference or leave a general comment.

The general themes were:

Ŷ Traffic Safety:
¸ Support for reduced lanes to
calm traffic.

Ŷ Bike Infrastructure:
¸ Strong backing for separated,
protected bike lanes.
¸ Desire for grade-separated or
overpass options.

Ŷ Parking Considerations:
¸ Mixed views on-street parking,
with some supporting removal.

Ŷ Public Acceptance:
¸ Concerns about businesses
with reduced parking.

Ŷ Intersection and Connectivity:
¸ Requests for intersection and
connectivity considerations.

Ŷ General Support for Cycling:
¸ Recognition of the need for
safe cycling routes.
¸ Desire to promote cycling for
congestion reduction.

Phase 3 Engagement Summary Findings
Community Survey 3 Findings
In this section of the public engagement survey,
we presented the No Build and three proposed
design concepts for each of the two corridors on
Walsh Avenue and Martin Avenue. Participants
were tasked with selecting their preferred
alternative by ranking the concepts from best
to worst. While the community was required to
designate their top choice, they had the option to
refrain from voting on the other alternatives. The
survey findings are succinctly outlined below:

Summary and Learnings
• A total of 45 respondents took the survey
• The majority of respondents (56%)
commute regularly along the
Walsh Avenue corridor, with 31%
living or working directly on the corridor,
and 40% crossing it regularly.
• The majority of respondents (36%)
commute regularly along the Martin
Avenue corridor, with 22% crossing it
regularly and 29% living or working within
a few blocks of the Martin Avenue corridor.
• Most of the respondents are aware of
the project from the City of Santa Clara
email and the website or through other
sources involving work/local biking groups,
work-related updates, yard signs along
the corridor, BPAC, and the Silicon Valley
Bicycle Coalition.
• Proposed Section 1 concept for Walsh
Avenue at Bowers Avenue received 74%
support and 26% of participants supported
the current or no-build condition for the
stretch of Walsh Avenue between Bowers
Avenue and the transition.
• Among the alternatives considered for
the Walsh Avenue corridor, Concept C,
featuring two lanes, a center turn lane,
and parking on both sides, emerged as the
most favored choice. Concept C secured
Figure 41: Ranked Choice Vote for Walsh Avenue Concepts Figure 42: Ranked Choice Vote for Martin Avenue Concepts Concept B ;EUminoted)
-7
,, (E"--,.'.-d
-7
Concept A :~
(40%)
(2% Exhausted votes)
Exhausted votes: when all of the choices a voter has ranked have been eliminated , there is no "next ranked choice" to move the vote to. 'loBuilct (EU ·11~1te,
-8
lir
(4% Exhausted votes)
17 Concept DJ +3 (40 %)
Exhausted votes: when all of the choices a voter has ranked have been eliminated , there is no "next ranked choice" to move the vote to.

Conceptq :!
(58%)
Concept F • 24
~
116 Walsh/Martin Avenue Bikeway Planning Study City of Santa Clara

04. Community Engagement
Additional Engagement
To boost awareness and public participation,
the project team used additional outreach
strategies including communication through
the City Manager's Blog, "Inside Santa Clara"
articles, and various social media platforms
such as Facebook, Nextdoor, and Twitter to
promote events, surveys, and other materials.

Additionally, the project team distributed more
than 1100 postcards before each round of
community meetings to inform residents and
businesses located within a half-mile radius
of the study corridor. Furthermore, the City
placed 10 street signs along the corridor
to guide people to the project website.

Project signs posted along the San
Tomas Aquino Creek trail
10 signs posted along the project corridor
Postcards sent out for all rounds
of community workshops
Comment cards handed out to
community at pop-up events
Walsh/Martin
Avenue Blkeway
Planning Study
I y,
"' t~~I 111 A~ '
~-~!~7~~t~~e::;;
-----·
Help improve
biking on
Walsh/Martin
Avenue
Learn more about the the Walsh/Marlin Avenue
Cjass IV Blkeway Planning Study and gel jnvolved at:

SantaClaraCA .gov/BikePedProjects
WalSh• MartlnBlkePlan@T J KM_com
(925) 223-8332
Any olhe, comment, , quettlon• , or suggettlolu on how
we can Improve Walsh & Marl n Avenue?

05. Recommendations
119118 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

05. Recommendations 05. Recommendations

05. Recommendations
Final Recommendation
Bikeway Classification Cost Per Mile (Approx.)
Class IV – Separated Bikeway $366,000 - $1,134,000
Class II Buffered Bicycle Lanes $195,000 - $619,000
Table 20: Generalized Planning Level Costs
High-Level Cost Estimates
The estimated costs in Table 20 are planning-
level costs that help the public understand at
a high level what investments are required for
various infrastructure improvements.

This cost estimate includes the cost of
Local and Regional Grant Programs
2016 Measure B
Santa Clara voters approved a half-cent sales

tax in 2016 to fund transportation infrastructure
investments. Measure B is expected to raise
$6.3 billion (2017 dollars) over 30 years to fund
nine program categories. The Local Streets
and Roads Program returns funds to the cities
and the County on a formula basis to be used
to repair and maintain the street system. The
allocation is based on the population of the
cities and the County of Santa Clara’s road
and expressway lane mileage. Cities and the
County will be required to demonstrate that
these funds would be used to enhance and
not replace their current investments for road
system maintenance and repair. The program
would also require that cities and the County
apply Compete Streets best practices to improve
bicycle and pedestrian elements of the street
system. If a city or the County has a Pavement
Condition Index score of at least 70, it may use
the funds for other conges-tion relief projects.

Two hundred fifty million dollars has been
allocated toward the Bicycle and Pedestrian
Program. Within the Bicycle and Pedestrian
Program, funds are divided between capital
projects (80%), education and encour-agement
programs (15%) and planning studies (5%).

The education and encouragement funds will be
allocated to cities based on a population formula
with a $10,000 annual minimum allocation per
city; $250,000 will be reserved for county-wide
programs. Funds for bicycle and pedestrian
projects are applied to a select list of projects
approved by the VTA Board.

Funds are programmed by VTA.
striping installation and removal, pavement
markings, green pavement markings, delineator
posts, slurry seal, sign installation and
removal, traffic control, and mobilization.

Transportation Fund for Clean Air
County Program Manager Fund
The Bay Area Air Quality Management District
(BAAQMD) administers funds to the VT
A for
projects that reduce vehicle emissions including
bicycle projects. These funds come from a $4.00
vehicle registration surcharge in Bay Area
counties and can be used as a match for
competitive state or federal programs.

Funds are programmed by VTA.

One Bay Area Grant
The One Bay Area grant program (OBAG)
emphasizes funding for projects within Priority

Development Areas in the region that are in-line
with housing and land use goals. Projects that
are within or provide access to these Priority
Development Areas could qualify for these
grants.

Funds are programmed by the Metropolitan
Transportation Commission (MTC) and the VTA.

Transportation Development Act Article 3
Transportation Development Act Article 3
(TDA
3) provides funding annually for bicycle
and pedestrian projects. 2% of TDA funds
collected within the county are used for
TDA 3 projects. Metropolitan Transportation
Commission policies require that all projects be
reviewed by a Bicycle and Pedestrian Advisory
Committee or similar body before approval.

Funds are programmed by VTA.
[PLACEHOLDER] CITY COUNCIL WILL REVIEW RESULTS

OF THE STUDY AND MAKE A RECOMMENDATION

TO BE INCLUDED IN THE FINAL COPY
121120 Walsh/Martin Avenue Bikeway Planning StudyWalsh/Martin Avenue Bikeway Planning Study City of Santa ClaraCity of Santa Clara

05. Recommendations 05. Recommendations
State and Federal Grant Programs
California Active Transportation Program
(ATP)
Governor Edmund G. “Jerry” Brown signed

legislation in 2013 that consolidates existing
federal and state transportation programs
including the Transportation Alternatives
program, Bicycle Transportation Account, and
State Safe Routes to School, into a single
program focused on expanding and enhancing
active transporta-tion across the state. The
Active Transportation Program is intended
to increase the use of active transportation,
enhance safety for non-motor-ized users,
improve public health, and advance regional
greenhouse gas reduction goals pursuant to
Senate Bill 375 (of 2008) and Senate Bill 341 (of
2009). This grant program funds a wide variety
of activities and projects that further the goals
of the program including infrastructure, non-
infrastructure, and planning studies.

Funds are programmed by Caltrans
with guidance from the California
Transportation Commission (CTC).

Highway Safety Improvement Program
Caltrans offers Highway Safety Improvement
Program grants every one to two years.

Projects on any publicly owned road or active
transportation facility are eligible, including
bicycle and pedestrian improvements. This
program focuses on projects that explicitly
address documented safety challenges through
proven countermeasures, are implementation
ready, and demonstrate cost-effectiveness.

Funds are programmed by Caltrans.

Office of Traffic Safety Grant
The Caltrans Office of Traffic Safety makes
grants available to local and state public

agencies for programs that help them enforce
traffic laws, educate the public in traffic safety,
and provide varied and effective means of
reducing fatalities, injuries, and economic
losses from collisions. Funding can be used
for safety trainings, bike helmets, and traffic
safety campaigns, among other activities.

Funds are programmed by the
Office of Traffic Safety.

Safe Streets and Roads for All (SS4A)
Established under the Bipartisan Infrastructure
Law
, this discretionary program funds regional,
local, and tribal initiatives to prevent roadway
deaths and serious injuries. Grant types include
Planning and Demonstration Grants as well as
Implementation Grants. Eligible activities include
pilot and demonstration projects, data analytics,
creating safe routes to schools, promotional
and education materials, and expanding bicycle
networks. An eligible Safety Action Plan must be
developed prior to applying for Implementation
Grants under this program.

Funds are awarded by the US Department of
Transportation.

Road Maintenance and
Rehabilitation Program
Senate Bill 1 created the Road Maintenance
and Rehabilitation Program to address deferred

maintenance on state highways and local road
systems. Program funds can be spent on both
design and construction efforts. On-street active
transportation-related maintenance projects
are eligible if program maintenance and other
thresh-olds are met.

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

Appendices
Appendices
Appendix A.

Technical
Memorandums

1. Existing Conditions Memo

2. Parking Utilization Memo
7UDႈF$QDO\VLV0HPR
Appendix B.

Survey Results
Appendix C.

Community
Engagement
Materials