Resolution No. 24-9379 (De La Cruz Blvd-Coleman Ave Bikeway Planning Study) — City Council and Authorities Concurrent, October 22, 2024

Resolution/Accepting the City of Santa Clara De La Cruz Blvd./Coleman Ave. Bikeway Planning Study Page 1 of 2 Rev: 07/17/2024
RESOLUTION NO. 24-9379

A RESOLUTION OF THE CITY OF SANTA CLARA,

CALIFORNIA, ACCEPTING THE CITY OF SANTA CLARA DE LA

CRUZ BOULEVARD / COLEMAN AVENUE BIKEWAY

PLANNING STUDY

WHEREAS, in 2021, the City received a Santa Clara Valley Transportation Authority (VTA) Measure B grant totaling $140,000 to prepare the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study (“Study”);
WHEREAS, in December 2022, the City Council approved retaining Kimley-Horn and Associates to assist with development of the Study;
WHEREAS, the development of the Study was a collaborative effort involving the public, various stakeholders, the Santa Clara Bicycle and Pedestrian Advisory Committee, the Santa Clara Senior Advisory Commission, the Santa Clara Parks and Recreation Commission, and the Santa Clara Youth Commission;
WHEREAS, the Study identifies concepts for infrastructure improvements designed to encourage bicycling as a safe and healthy alternative to the motor vehicle; WHEREAS, the City conducted significant community outreach to understand the issues and obtain feedback on concept alternatives, and this outreach consisted of three community meetings, four pop-up events, City Council briefings, three online surveys, social media, street signs posted along the corridor, mailed notices, a project website, a project email address, a project phone number, and City website;
WHEREAS, the Study is consistent with the goals and policies of the City of Santa Clara Complete Streets Policy, Bicycle Plan Update 2018, and the mobility and transportation element of the 2010-2035 General Plan;
WHEREAS, at its June 17, 2024 meeting, the Santa Clara Bicycle and Pedestrian Advisory Committee recommended City Council approve the Study; and //
WHEREAS, the acceptance of the Plan is exempt from California Environmental Quality Act (CEQA) review pursuant to Sections 15378(a) and 15301 (c) of the California Code of Regulations.

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

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

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

3. 4.

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

Effective date. This resolution shall become effective immediately.

I HEREBY CERTIFY THE FOREGOING TO BE A TRUE COPY OF A RESOLUTION PASSED

AND ADOPTED BY THE CITY OF SANTA CLARA, CALIFORNIA, AT A REGULAR MEETING THEREOF HELD ON THE 22ND DAY OF OCTOBER, 2024, BY THE FOLLOWING VOTE:

AYES: COUNCILORS:

NOES: COUNCILORS:

ABSENT : COUNCILORS:

ABSTAINED : COUNCILORS:

Attachments incorporated by reference:

Becker, Chahal, Hardy, Jain, Park, and Watanabe
and Mayor Gillmor
None
None
None
ATTEST~

ORAPIMENTRMMC

ASSISTANT CITY CLERK

CITY OF SANTA CLARA

1. De La Cruz Boulevard-Coleman Avenue Bikeway Planning Study Resolution/Accepting the City of Santa Clara De La Cruz Blvd./Coleman Ave. Bikeway Planning Study Page 2 of 2 Rev: 07/17/2024
De La Cruz
Boulevard/
Coleman Avenue
Bikeway Planning
Study
DRAFT FINAL | September 2024
Prepared by:

Kimley>>> Horn The Center of What's Possible
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara i
Acknowledgments
City Council
Lisa M. Gillmor
Mayor
Kathy Watanabe
District 1
Raj Chahal
District 2
Karen Hardy
District 3
Kevin Park
District 4
Sudhanshu “Suds” Jain
District 5
Anthony Becker
Vice Mayor, District 6
City of Santa Clara Staff
Craig Mobeck
Director of Public Works
Michael Liw
Assistant Public Works Director
Steve Chan
Transportation Manager
Carol Shariat
Project Manager, Principal Transportation Planner
Ralph Garcia
Senior Civil Engineer
Consultant Team
Kimley-Horn
Alta Planning + Design
Commissions and Committees
Bicycle and Pedestrian Advisory Committee
Senior Advisory Commission
Parks and Recreation Commission
Youth Commission
Funding Provided by VTA
This Study would not have been possible without the generous funding provided by the Santa Clara Valley Transportation Authority 2016 Measure B.

2016

MEASURE B
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara ii
Table of Contents

01. Introduction and Background ..................... 1 Origins of the Study ..........................................................2 Study Objectives ................................................................2 Timeline ................................................................................ 3

02. Existing Conditions ......................................4 Roadway Configuration ................................................... 5 Study Area Observations .................................................6 Relevant Plans ...............................................................7 Safety .....................................................................................8 Parking Analysis ................................................................9

03. Corridor Alternative Concepts
and Analyses .............................................. 10 Existing Conditions/No Build ..................................... 11 Concept A ...........................................................................12 Concept B ...........................................................................14 Tri-Level ............................................................................ 22 Design Considerations .................................................. 24 Areas for Future Study ............................................. 24 Design Details ............................................................. 24 Corridor Transportation Analysis ............................ 26 Safety ............................................................................. 26 Parking.......................................................................... 26 Vehicle Miles Travelled Analysis .......................... 27 Planning-Level Cost Estimate ............................... 27 Alternatives Analysis Summary ........................... 27

04. Community Engagement ...........................29
Engagement Strategies ................................................. 30 Project Website, Hotline, and Email .................... 30 Roadway Signs ........................................................... 30 Site Visit (BPAC) ....................................................... 30 Committee/Commission Meetings .......................31 City Council ..................................................................31 Community Workshops ............................................31 Pop-up Events ............................................................. 32 Phase 1 Engagement Summary Findings ................33
Phase 2 Engagement Summary Findings ................33
Phase 3 Engagement Summary Findings ............... 34

05. Recommendations .....................................35 Draft Recommendations .............................................. 36 Next Steps & Funding .................................................... 36 Coordination with Relevant Projects ................... 36 Funding Options ........................................................ 36 Appendix A: Existing Conditions Memorandum
Appendix B: Tri-Level Considerations
Appendix C: Community Engagement Summaries

De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara iii
List of Figures
Figure 1: Corridor Overview ......................................................................................................................2 Figure 2: Project Timeline .........................................................................................................................3 Figure 3: Transportation Network Improvements ..................................................................................... 6 Figure 4: Collision Summary Map .............................................................................................................8 Figure 6: De La Cruz Boulevard Parking Inventory.................................................................................... 9 Figure 7: Average Occupancy During Weekday Peak Parking Hour (Mon-Fri, 1-2 PM) ............................... 9 Figure 8: Concept A Overview ................................................................................................................ 13 Figure 9: Concept B Overview ................................................................................................................ 15 Figure 10: Concept Section Overview .................................................................................................... 16 Figure 11: Concept Section 1 ................................................................................................................... 17 Figure 12: Concept Section 2 .................................................................................................................. 18 Figure 13: Concept Section 3 ................................................................................................................. 19 Figure 14: Concept Section 4 ................................................................................................................ 20 Figure 15: Concept Section 5 .................................................................................................................. 21 Figure 16: Tri-Level Constraints .............................................................................................................. 23 Figure 17: Results from Community Preference Vote in Phase 3 Online Survey ...................................... 34 List of Tables
Table 1: Study Area Roadways ...................................................................................................................5 Table 2: Study Area Parking Utilization ..................................................................................................... 9 Table 3: Existing and Forecasted Parking Occupancy ............................................................................ 26 Table 4: Planning-Level Cost Estimate ....................................................................................................27 Table 5: Alternatives Analysis Summary ..................................................................................................27 Table 6: Alternatives Benefits Summary ................................................................................................. 28 Table 7: Funding Sources by Type ...........................................................................................................37

01. Introduction
and Background
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 2 Origins of the Study
In 2019, the City of Santa Clara approved and adopted
the Bicycle Master Plan Update 2018 in a continuing
effort to develop a robust network of bicycle facilities that are both accessible and comfortable for people of
all ages and abilities. The Plan identified several areas for further study, including feasibility assessments for bicycle facilities along key corridors within the City. As an outcome of those recommendations, and through
funding by the Santa Clara Valley Transportation
Agency's (VTA) Measure B grant program, the City of
Santa Clara is studying the feasibility of a bike facility on a 1.4-mile section of De La Cruz Boulevard between
Central Expressway and Lafayette Street and Coleman
Avenue between Reed Street and Brokaw Road.

Study Objectives
The De La Cruz Boulevard/Coleman Avenue Bikeway
Planning Study (“Study”) began in Winter 2023
to develop recommendations for bicycle facility
implementation on De La Cruz Boulevard and Coleman
Avenue (“Corridor”). Improvements identified in
this Study aim to provide a more comfortable biking
experience along the Corridor. Recommendations are
based on a thorough review of existing conditions and
community input collected throughout the project. The
area considered for this Study is shown in Figure 1.

The project is a high priority corridor in both the City and County Bicycle Plans. Additionally, the project would help implement the City’s Complete Streets Policy Resolution 18-8593 and achieve the goals of the City’s Climate Action Plan. At the heart of the Study, the project’s purpose is to enhance safety and comfort for everyone.

Parking data, collision records, in-person site visits, and other City data informed the preliminary project
analysis, which evaluated existing conditions, identifed opportunities and constraints within the Corridor, and
helped shape the concepts. In addition to analyzing
Project Goals
/ Install Class IV bicycle lanes on De La Cruz and Coleman / Create streets for everyone, no matter who they are or how they choose to travel
/ Provide convenient, comfortable, and connected
transportation choices
/ Understand community environment
Figure 1: Corridor Overview
San Jose Mineta
International Airport
Santa Clara University
De La Cruz Blvd
Central Expy
Brokaw Rd
Coleman Ave
Martin Ave
Robert Ave
Mathew St
Reed St
Lafayette St
Carl St
Benton Rd
El Camino Real
Lewis St
Legend
Rail Line
Caltrain Station
Signalized Intersection
City Limits
Study Area
Caltrain Corridor
ACE/Corridor Express
N

01. Introduction and
Background
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 3 transportation data, this Study also collected extensive input from the Santa Clara community and Bicycle and
Pedestrian Advisory Committee (BPAC) through three
rounds of community engagement. Engagement activities
such as public workshops, online surveys, and community pop-up events coincided with major project milestones,
allowing the project team to receive community and
BPAC feedback at each point of the Study.

Results from the analysis and community outreach events are summarized in this Study with additional information included as Appendices. The City Council will consider
design options and decide the best path forward given the collected community input and analysis findings.

Timeline
This Study began with data collection in Winter 2023
to gain an understanding of the existing conditions
within the Corridor, how the community currently
uses and accesses the study area, and the community’s
thoughts about current walking and biking conditions
along the facility. After the first project phase of data collection and community outreach, the project team
used the information gathered to develop preliminary
concepts for the Corridor. These concepts were shared
with the community and BPAC during the second
phase of community outreach. Feedback collected
from community members, BPAC members, and
City staff was then incorporated in the designs to
further refine the alternative concepts. These refined
concepts were then presented during the third round of
outreach, where BPAC and community members had an
opportunity to select their preferred alternative. This Study will be presented to BPAC and posted online for
community review and feedback during the fourth round
of outreach, before the project ultimately advances
to the City Council for determination of next steps.

Figure 2 shows the project timeline.

Figure 2: Project Timeline

WINTER SPRING SUMMER FALL

WINTER SPRING SUMMER FALL
2023 2024
Community
Outreach
Round #1
Informative Gathering &
Public Input
City Council
Review
Prepare
Project Report
Develop and Share
Concept Alternatives
Identify Preferred
Alternative
BPAC #1 BPAC #2 BPAC #3 BPAC #4
Community
Outreach
Round #3
Community
Outreach
Round #2

01. Introduction and Background

I I I I I I

02. Existing
Conditions
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 5 To evaluate the current conditions of the Corridor, the team performed an in-person site visit with members of the BPAC, reviewed collision records, and analyzed parking utilization data. Collision data provides an overview of the potential existing safety challenges within the Corridor, while parking occupancy data helps to understand the amount of on-street parking that is used along the Corridor. Key methodologies and findings from each analysis are summarized in the following sections and discussed in more detail in Appendix A: Existing Conditions Memorandum.

Roadway
Configuration
De La Cruz Boulevard and Coleman Avenue serves as
a crucial north-south connection between US 101, El
Camino Real (SR 82), and Interstate 880. Within the
study area, De La Cruz Boulevard is typically a six-
lane corridor with a 40-mph posted speed limit. The
roadway is divided by a median in the northern portion
and a two-way center left-turn lane along the southern
portion. Additional width at both edges of the roadway is dedicated to on-street parking or shoulders.

The Corridor is bordered by the San Jose Airport to
the east; other surrounding land uses consist largely
of industrial and commercial spaces. At Reed Street,
the roadway transitions into the tri-level portion
of the facility, where an interchange connects De
La Cruz Boulevard to Lewis Street and Coleman
Avenue, creating a three-directional interchange with
overlapping ramps. The southwestern leg of the tri-
level interchange consists of a long bridge spanning
the Caltrain and Altamont Corridor Express (ACE)
rail corridors. Additional characteristics of individual roadways within the study area, and crossing the project corridor, are noted in Table 1.

Table 1: Study Area Roadways
Roadway Roadway Cross Section Functional Classification (City of Santa Clara) Posted Speed Limit
De La Cruz Boulevard 6-lane divided,
~16’ median or TWLTL Arterial 40 mph
Coleman Avenue 6-lane divided,
~12’ median or TWLTL Arterial 40 mph
Central Expressway 6-lane divided,
~12’ median or TWLTL Expressway 50 mph
Martin Avenue 2-lane undivided E of De La Cruz Blvd
4-lane undivided W of De La Cruz Blvd Collector 25 mph
Robert Avenue 2-lane undivided Local Not Posted
Mathew Street 2-lane undivided Local Not Posted
Reed Street 2-lane undivided Local Not Posted
Brokaw Road 2-lane undivided Collector E of Coleman Ave, Local W of Coleman Ave 25 mph
Note:

TWLTL = two-way left-turn lane

02. Existing Conditions
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 6 As illustrated in Figure 3, the Corridor connects to other local and regional bikeways in the area and would serve as a key link in the Santa Clara bike network. The De La Cruz Boulevard/Coleman Avenue Bikeway would connect to:
• US 101/De La Cruz/Trimble Interchange shared-use
path (in construction)
» Connects to the Guadalupe River Trail
• Walsh/Martin Class IV Bikeway Study (in planning)
• New bike lanes on Coleman Avenue south of Brokaw
Road and on Brokaw Road, as part of the Gateway
Crossings project(in construction)
• Santa Clara Station Focus Area Plan (in planning)
Figure 3: Transportation Network Improvements
Lafayette Protected
Bikeway Project (2023)
San Jose Mineta
International Airport
US 101/De La Cruz Blvd/
Trimble Road Interchange
Improvement Project (2025)
Santa Clara University
Central Expy
Brokaw Rd
Martin Ave
Robert Ave
Mathew St
Reed St
Lafayette St
Carl St
Benton Rd
Legend
Existing
Proposed/
Future
Class II Bike Lane
Two-Way Cycle Track
Rail Line
Caltrain Station
Signalized Intersection
Walsh / Martin Avenue
Class IV Bikeway Study
El Camino Real
El Camino Real
Class IV Bike Lanes
Caltrain Station Ped/
Bike Crossing (Existing)
Gateway Crossings
(under construction)
Class IV Cycle Track
City Limits
Lewis St
VTA Central Bikeway
De La Cruz Blvd
Coleman Ave
N
Study Area
Observations
On March 20, 2023, the project team, accompanied by
City staff and BPAC members, conducted an in-person
site visit to assess existing conditions along the Corridor.

During the site walk, participants noted that the Corridor is designed primarily for vehicles with wide roadways,
large intersections, and fast-moving traffic. While the Corridor serves a key role in the vehicle network as a
north-south connection between US 101, El Camino
Real (SR 82), and Interstate 880 in eastern Santa Clara, the roadway is currently not comfortable for most
bicyclists due to high vehicle speeds and volumes,
lack of designated bike facilities, and an auto-oriented roadway design. Under existing conditions, the Corridor has limited to no dedicated space for people biking and non-continuous sidewalk with minimal intersection
amenities for people walking. Participants noted
several opportunities to increase comfort for all modes, including re-purposing existing, underutilized parking
space for dedicated, protected bicycle facilities to create a safer and more inviting environment for people biking.

North-facing view of Coleman Avenue from Brokaw Road
Intersection of Coleman Avenue and Brokaw Road looking south Project team investigates infrastructure on El Camino Real adjacent South-facing view of De La Cruz Boulevard at Martin Avenue

02. Existing Conditions
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 7 Relevant Plans
Recommendations developed as part of this Study build upon several previous planning efforts. The City’s General Plan (2010-2035) highlighted the De La Cruz facility as a bicycle corridor for future study, while the subsequent Santa Clara Valley Transportation Authority (VTA) Countywide Bicycle Plan identified the Corridor as a priority cross-county bicycle corridor. The City’s Bicycle Plan Update 2018 recommended a Class IV separated bikeway along De La Cruz Boulevard, in addition to a Class II bicycle lane along Coleman Avenue south of the tri-level interchange. This Study also supports and builds upon several key City policies, including strategy T2 from the Climate Action Plan, which seeks to expand clean mobility options and reduce reliance on single occupancy vehicles.

Several additional projects located around the Study corridor are being pursued by the City of Santa Clara and would further improve the nearby landscape of bicycle and pedestrian infrastructure. These projects will be discussed further in this report and are described in the Existing Conditions Memorandum, included as Appendix A.

Chapter 5 Santa Clara Countywide
Cross County Bicycle Corridors Bicycle Plan

Final Draft May 2018 37

Figure 5-4: Priority Cross County Bicycle Corridors
VTA Countywide Bicycle Plan, Priority Cross County Bicycle Corridors

CITY OF SANTA CLARA CLIMATE ACTION PLAN

Page 28 ends

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

Strategy T1 Transition vehicles to electric alternatives.

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

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

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

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

Final Draft May 2018 37

Figure 5-4: Priority Cross County Bicycle Corridors

02. Existing Conditions
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De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 8 Safety
Collision data between 2017 and 2022 was reviewed
to understand collision patterns and safety trends
throughout the study area.

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

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

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

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

Figure 5 displays a summary of the collision data.

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

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

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

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

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

Figure 7 illustrates the peak parking hour occupancy.

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

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

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

02. Existing Conditions
A._-=•crat Expy
Martin Ave
Robert Ave
A CentraJ EJ<py
Martin Ave
Legend
- NoParklng
- Parking Allowed
Par~ing Allowed . No Vehicles >20 '
Loading Zone
Legend
Average Occu pancy
- 0-20%
- 21-40%
~1-60%
61-80%
- 81-100%

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

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

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

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

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

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

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

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

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

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

Consider bicycle signals.

Remove on-street
parking along west side.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Consider bicycle signals. Enhance
bicycle connection with Ewert Road.

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

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

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

Bike Lane:

Median:

Buffer:

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

Bike Lane:

Median:

Buffer:

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

Bike Lane:

Median:

Buffer:

Parking:
6 (10.5’-11‘)
10’ (Class IV two-way)
16’ raised
2‘
None
1A: Implement protected intersec-
tion features at the intersection of
De La Cruz Boulevard and Central
Expressway to help safely transition
people biking between the planned
two-way cycle track* and one-way
Class IV cycle tracks.
*Assumes implementation of the US 101/De La Cruz
Boulevard/Trimble Road Interchange Improvement
Project (2024)
Note: Lane widths will be further
refined through future design phases.
104’
Shoulder
Shoulder
104’

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

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

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

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

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

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

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

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

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

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

Bike Lane:

Median:

Buffer:

Parking:

Travel Lanes:

Bike Lane:

Median:

Buffer:

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

Proposed Sections | September 2023
Shoulder

03. Corridor Alternative Concepts and Analyses
•
..... . .....
• • • •
0 ...... ......
• • • •
2' 5' 5'
Bike lane Bike lane
6'
Sidewalk
6'
Sidewalk
Made with S
Made with$·
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 21 Figure 15: Concept Section 5
Section Maps
De La Cruz Boulevard and Coleman Avenue Bike Planning Project Martin Ave
Reed St
Lafayette St
De La Cruz Blvd
Coleman Ave
Central Expy
Section 5
5 108’
6’ 16’ 16’ 11.5’ 11.5’ 7’ 6’11.5’ 11.5’ 12’11’
6’ 13’ 13’ 11’ 11’ 3’ 6’ 6’ 6’11’ 11’ 12’11’
Coleman Avenue: S of Tri-Level to Brokaw Road
7 lanes, TWLTL, paved shoulder
Section 5 - Existing
7 (11.5’-16‘)
N/A
11’ TWLTL
N/A
None
Airport Side
Section 5 - Concept A//BB
7 (11’-13‘)
12’ (two-way Class IV)
11’ TWLTL
3‘
NoneColeman Avenue: S of Tri-Level to Brokaw Road
7 lanes, TWLTL, two-way Class IV protected cycle track
Travel Lanes:

Bike Lane:

Median:

Buffer:

Parking:
5A
Travel Lanes:

Bike Lane:

Median:

Buffer:

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

Airport Side
Proposed Sections | September 2023
108’
Shoulder

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

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

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

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

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

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

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

Summary of Tri-Level Evaluation:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Summary of Tri-Level Evaluation:

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

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

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

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

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

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

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

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

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

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

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

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

Source: MassDOT Separated Bike Lane Planning and Design Guide

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

04. Community
Engagement
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Planning Study
De La Cruz Boulevard/Coleman Avenue Bikeway Planning StudyCity of Santa Clara 31 Committee/Commission
Meetings
The City partnered with several local Commissions
and Advisory Committees over the course of the project
to share progress and collect input from community
partners. Feedback collected from each of these meetings and presentations allowed the project team to reach
relevant individuals and groups in a targeted, intentional effort. Presentations and other meetings typically
consisted of informational slide shows, interactive polls, and opportunities for questions and feedback.

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

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

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

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

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

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

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

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

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

04. Community Engagement

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

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

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

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

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

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

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

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

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

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

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

Sixty-three people completed the first survey.

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

Twenty-three people completed the second survey.

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

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

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

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

The Phase 1 community survey received 63 responses.

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

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

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

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

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

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

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

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

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

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

04. Community Engagement

EXISTING

CONDITIONS

OONCEPTA

CONCEPTB
■
0 ■
10 15 :w 25
Number of Votes

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

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

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

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

Measure B is expected to raise $6.3 billion (2017 dollars) over 30 years to fund nine program categories. The Local Streets and Roads Program returns funds to the cities
and the County on a formula basis to be used to repair
and maintain the street system. The allocation is based on the population of the cities and the County of Santa Clara’s road and expressway lane mileage. Cities and the County will be required to demonstrate that these funds would be used to enhance and not replace their current
investments for road system maintenance and repair. The program would also require that cities and the County
apply Complete Streets best practices in order to improve bicycle and pedestrian elements of the street system.

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

Funds are programmed by VTA.

TRANSPORTATION FUND FOR CLEAN AIR

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

These funds come from a $4 vehicle registration
surcharge in Bay Area counties and can be used as a
match for competitive state or federal programs.

Funds are programmed by VTA.

ONE BAY AREA GRANT
The One Bay Area grant program (OBAG) emphasizes
funding for projects within Priority Development Areas
(PDAs). Funds are targeted to address critical climate and focused growth goals of Plan Bay Area 2050, and used to coordinate and deploy strategies that are best suited for regional implementation. Projects that are within or provide access to PDAs could qualify for OBAG grants.

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

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

Funds are programmed by VTA.

State and Federal Grant Programs

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

Funds are programmed by Caltrans with
guidance from the CTC.

AFFORDABLE HOUSING AND SUSTAINABLE

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

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

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

Funds are programmed by Caltrans.

OTHER STATE PROGRAMS ROAD MAINTENANCE

AND REHABILITATION PROGRAM
Senate Bill 1 (SB1) created the Road Maintenance and
Rehabilitation Program (RMRP) to address deferred
maintenance on state highways and local road systems.

Program funds can be spent on both design and
construction efforts. On-street active transportation
related maintenance projects are eligible if program
maintenance and other thresholds are met. Funds are
allocated to eligible jurisdictions.

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

Table 7 summarizes the funding sources by type.

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

05. Recommendations

City Council and Authorities ConcurrentOctober 22, 2024

City Council and Authorities Concurrent
October 22, 2024