NOW THEREFORE, BE IT FURTHER RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. That the City of Santa Clara supports a study exploring transit options including Complete Streets along the Stevens Creek Boulevard corridor.
2. That the study conside rs potential options for a grade separated high capacity transit system for the Stevens Creek Boulevard corridor, that connects the Cities of San Jose, Santa Clara, and Cupertino, that is supported by, and developed in collaboration with, the Santa Clara Valley Transportation Authority .
3. That the options considered in the study do not adversely affect streets in the City of Santa Clara.
4. That the City Manager or designee is authorized to assess resources needed to develop these projects and report findings to the City Council.
5. 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 19TH DAY OF NOVEMBER, 2019, BY THE FOLLOWING VOTE:
AYES: COUNCILORS:
NOES: COUNCILORS :
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
Attachments incorporated by reference: None
Davis, Hardy, Mahan, O'Neill, and Watanabe ,
and Mayor Gillmor
None
Chahal
None
ATTEST : ~
NORA PIMENTEL, MMC
ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Resolution to collaborate with VTA & neighboring cities Rev: 11 /22/17
City of Santa Clara
Agenda Report
1500 Warburton Avenue
Santa Clara, CA 95050
santaclaraca.gov
@SantaClaraCity
25-1230 Agenda Date: 3/4/2025
REPORT TO COUNCIL
SUBJECT
Action on Resolutions Accepting the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study, Selecting Preferred Design Concepts and, as Appropriate, Taking Related Actions Regarding Parking and Curb Modifications
COUNCIL PILLAR
Deliver and Enhance High-Quality Efficient Services and Infrastructure
EXECUTIVE SUMMARY
The De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study (Study) is a planning-level document that identifies potential bicycle improvements along De La Cruz Boulevard between Montague Expressway to W Trimble Road (one mile), Lick Mill Boulevard from Tasman Drive to Montague Expressway (one-and-a-half miles), and Scott Boulevard from Arques Avenue to Saratoga Avenue (four miles). The goal of the Study is to identify bicycle infrastructure improvements that will close bicycle network gaps, increase mobility, and encourage the public to choose more sustainable modes of transportation. Several concepts have been developed for adding bicycle facilities along each corridor and include potential parking or lane removals.
These proposed concepts and improvements were developed based on an analysis of the three corridors, recommendations in the Santa Clara Bicycle Plan, engagement with the City’s Bicycle and Pedestrian Advisory Commission (BPAC), and robust public outreach efforts. Development of the Study included significant community participation and feedback, most notably through the support of the BPAC. It should be noted that the study is only a planning-level document. If Council chooses preferred design concepts for each roadway, the project will move forward to the design and construction phases because it already has funding.
BACKGROUND
On October 10, 2023, Council accepted Federal Community Project Funding in the amount of $2.725 million and established the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Improvements Project (Project). The Project scope of work includes traffic and design concept analyses, public outreach, design, and construction of bicycle facilities on: 1) De La Cruz Boulevard from Montague Expressway to W. Trimble Road, 2) Lick Mill Boulevard from Tasman Drive to Montague Expressway, and 3) Scott Boulevard from Arques Avenue to Saratoga Avenue (Attachment 1). The goal is to enhance safety, improve mobility, and reduce vehicle emissions by implementing high priority bicycle projects identified in the Santa Clara Bicycle Plan while connecting local residential communities, schools, libraries, and major employers within Santa Clara. The project includes reviewing potential project options such as lane narrowing, parking removal, or travel lane removal on the corridors. On September 24, 2024, Council approved an agreement with Kimley-Horn City of Santa Clara Printed on 2/28/2025Page 1 of 17
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and Associates, Inc. for planning professional services and an agreement with BKF Engineers for design professional services for the Project.
The Study has been coordinated with the City’s BPAC, various stakeholders (including the Santa Clara Unified School District), and the public. It was a regular item on the Santa Clara BPAC Agenda, with the BPAC providing input and feedback at four separate meetings. On January 27, 2025, the BPAC reviewed the final draft and voted to recommend that City Council consider adopting the Study and recommended a preferred design concept for each roadway.
The Study provides draft roadway concepts and potential enhancements to improve bicycling along De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard consistent with the Santa Clara Bicycle Plan. Accepting this Study and selecting design concepts for each roadway will allow the City to move forward with implementation as there is currently design and construction funding in the project budget. Additionally, it will help promote and advance the City’s Complete Streets Policy, which has a goal of creating and maintaining streets that provide safe, comfortable, and convenient travel for all users.
DISCUSSION
This planning level document focuses on a one-mile section of De La Cruz Boulevard between Montague Expressway to W. Trimble Road, a one-and-a-half mile section of Lick Mill Boulevard from Tasman Drive to Montague Expressway, and a four-mile section of Scott Boulevard from Arques Ave (City limit) to Saratoga Ave. The Study (Attachment 2) identifies options for bicycle improvements to expand the existing network, complete network gaps, increase mobility, and encourage the public to choose more sustainable modes of transportation. It also includes potential options for parking removal and lane reductions.
The Study is divided into seven chapters which include:
1. Introduction and Background
2. Study Methodology
3. Existing Conditions
4. Concepts/Alternatives
5. Evaluation Findings
6. Outreach Process and Results
7. Recommendations and Conclusion
Appendices are also included with background information on existing conditions, parking utilization, traffic analysis, speed survey results, collision data, survey results, and outreach materials and can be reviewed and downloaded from the project webpage:
<https://www.santaclaraca.gov/our-city/departments-g-z/public-works/engineering/traffic- engineering/bicycle-and-pedestrian-projects/de-la-cruz-blvd-lick-mill-blvd-and-scott-blvd-bikeway- improvements>.
Each chapter is summarized below.
Introduction and Study Background
The Study supports the City’s Climate Action Plan by identifying strategies to improve connectivity for people biking while encouraging mode shifts from vehicles toward more sustainable options such as biking.
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The Santa Clara Bicycle Plan highlights the need for bicycle facilities on De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard to improve local bicycle access and to fill gaps in the Santa Clara bicycle network. Table 1 below outlines the type of bicycle facilities recommended for these roadways.
Table 1: Santa Clara Bicycle Plan - Recommended Bicycle Improvements Roadway From To Recommended Bike Facility Type
De La Cruz
Blvd
Montague Expwy Montague Park Class II - striped bike lane Montague Park W Trimble Rd Class IV - separated and buffered Lick Mill Blvd Tasman Dr Montague
Expwy
Class IV - separated and buffered
Scott Blvd Arques Ave Monroe St Class IIB - buffered with striping only Monroe St Saratoga Ave Class II - striped bike lane
Current Roadway Characteristics: Existing roadway characteristics (roadway width, number of travel lanes, parking) for De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard are provided in Attachment 3.
Existing Conditions
Staff collected data and completed traffic analyses to evaluate the existing conditions on each roadway across key metrics including safety, traffic operations, parking, and vehicle speeds. These analyses helped set a baseline for considering design concepts and identifying potential trade-offs between these design concepts compared to the existing roadway configuration. Attachment 4 provides information related to safety, average daily traffic, bicycle counts, vehicle speeds, traffic operations, travel time and parking.
De La Cruz Boulevard Potential Cross-Sections
The Santa Clara Bicycle Plan recommends different types of bike facilities on De La Cruz Boulevard between Montague Expressway to W. Trimble Road. Additionally, the northern portion of De La Cruz Boulevard between Montague Expressway and Montague Park is primarily fronted by residential uses while the southern portion of De La Cruz Boulevard between Montague Park and W. Trimble Road is primarily fronted by commercial and industrial uses. Based on this, potential roadway cross- sections were prepared for both the northern and southern portions of De La Cruz Boulevard and were modified based on feedback from the community, BPAC, and Council. These roadway cross- sections are described and shown in Attachment 5.
De La Cruz Boulevard Overall Corridor Concepts
Based on the proposed cross-sections for each section of De La Cruz Boulevard, staff developed overall corridor layouts to show how concepts could be implemented on a corridor wide level (i.e. all portions of the roadway being studied). Consequently, there are four overall corridor concepts covering De La Cruz Boulevard between Montague Expressway and W. Trimble Road for consideration that are described below and shown in Attachment 6.
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Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides With this overall corridor concepts, one travel lane is removed in each direction, a two-way center turn lane is added, buffered bike lanes are installed, and parking is maintained on both sides of the street. The key roadway features of this corridor layout are shown in Table 2 below.
Table 2:
Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides De La Cruz Blvd
Section
Travel
Lanes
Bicycle Facilities Two-Way
Center Turn
Lane
Parking
Montague Expy to
Montague Park
Two Buffered Bike Lanes
(Class IIB)
Yes Both sides
Montague Park to W.
Trimble Rd
Two Buffered Bike Lanes
(Class IIB)
Yes Both sides
Two Lanes, Buffered and Parking Protected Bike Lanes, Center Turn Lane, Parking on Both Sides With this overall corridor concept, one travel lane is removed in each direction, a two-way center turn lane is added, buffered bike lanes are installed in the northern portion of De La Cruz Boulevard between Montague Expressway and Montague Park, and parking protected bikeways are installed in the southern section of De La Cruz Boulevard between Montague Park and W.
Trimble Road, and parking is maintained on both sides of the street. The key roadway features of this concept are shown in Table 3 below.
Table 3:
Two Lanes, Buffered and Parking Protected Bike Lanes,
Center Turn Lane, Parking on Both Sides
De La Cruz
BlvdTravel
LanesBicycle
FacilitiesTwo-Way
Center Turn
LaneParking
Montague Expy to
Montague Park
Two Buffered Bike Lanes
(Class IIB)
Yes Both sides
Montague Park to W.
Trimble Rd
Two Parking-Protected
(Class IV)
Yes Both sides
Four Lanes, Buffered Bike Lanes, Remove Parking On One Side With this overall corridor concept, four travel lanes are maintained, buffered bike lanes are installed and parking is removed on one side of the street. The key roadway features of this concept are shown in Table 4 below.
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Table 4:
Four Lanes, Buffered Bike Lanes, Remove Parking On One Side De La Cruz Blvd
SectionTravel
LanesBicycle
FacilitiesTwo-Way
Center Turn
LaneParking
Montague Expy to
Montague Park
Four Buffered Bike Lanes
(Class IIB)
No East side
only
Montague Park to W.
Trimble Rd
Four Buffered Bike Lanes
(Class IIB)
No West side
only
Four Lanes, Buffered and Protected/Buffered Bikeways, Remove Parking With this overall corridor concept, four travel lanes are maintained, buffered bike lanes are installed in the northern portion of De La Cruz Boulevard between Montague Expressway and Montague Park and protected/buffered bikeways are installed in the southern section of De La Cruz Boulevard between Montague Park and W. Trimble Road. Parking is removed on the corridor as listed in Table 5 below.
Table 5:
Four Lanes, Buffered and Protected/Buffered Bikeways, Remove Parking De La Cruz Blvd
SectionTravel
LanesBicycle
FacilitiesTwo-Way
Center Turn
LaneParking
Montague Expy to
Montague Park
Four Buffered Bike Lanes
(Class IIB)
No East side
only
Montague Park to W.
Trimble Rd
Four Protected and
Buffered (Class IV)
No No
Lick Mill Boulevard Potential Cross-Sections
There are two existing roadway widths (72-foot wide and 80-foot wide) on Lick Mill Boulevard between Tasman Drive and Montague Expressway. Based on this, potential roadway cross-sections were prepared for both the 72-foot side and 80-foot wide roadway widths and were modified based on feedback from the community, BPAC, and Council. These roadway cross-sections are described and shown in Attachment 7.
Lick Mill Boulevard Overall Corridor Concepts
Based on the proposed cross-sections for each section of De La Cruz Boulevard, staff developed overall corridor layouts to show how concepts could be implemented on a corridor wide level (i.e. all portions of the roadway being studied). Consequently,
there are three overall corridor concepts covering Lick Mill Boulevard between Tasman Drive and Montague Expressway for consideration as shown in Attachment 8.
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Two Lanes, Buffered Bike Lanes, Parking on Both Sides
With this overall corridor concept, one travel lane is removed in each direction, the existing 16- foot wide landscaped median island is maintained, buffered bike lanes are installed, and parking is maintained on both sides of the street. The key roadway features of this concept are shown in Table 6 below.
Table 6:
Two Lanes, Buffered Bike Lanes, Parking on Both Sides
Lick Mill Blvd
Section
Travel
Lanes
Bicycle Facilities Landscaped
Median
Island
Parking
Tasman Drive to Laird
Circle
Two Buffered Bike Lanes
(Class IIB)
Yes Both sides
Laird Circle to
Montague
Expressway
Two Buffered Bike Lanes
(Class IIB)
Yes West side
only
Two Lanes, Parking Protected Bike Lanes
With this overall corridor concept, one travel lane is removed in each direction, the existing 16- foot wide landscaped median island is maintained, parking protected bike lanes are installed, and parking is maintained on both sides of the street. The key roadway features of this concept are shown in Table 7 below.
Table 7:
Two Lanes, Parking Protected Bike Lanes
Lick Mill Blvd
SectionTravel
LanesBicycle
FacilitiesLandscape
d Median
IslandParking
Tasman Drive to Laird
Circle
Two Parking-Protected
(Class IV)
Yes Both sides
Laird Circle to
Montague
Expressway
Two Parking-Protected
(Class IV)*
Yes West side
only
*A protected and buffered bike lane will be installed on the east side of the Lick Mill Boulevard (Laird Circle to Montague Expressway) as there is currently no parking on that side of the roadway.
Three/Four Lanes, Protected and Buffered Bike Lanes, Remove Parking With this overall concept, three to four travel lanes are maintained, the existing 16-foot wide landscaped median island is maintained, protected and buffered bike lanes are installed, and parking is removed from both sides of the street. The key roadway features of this concept are shown in Table 8 below.
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Table 8:
Three/Four Lanes, Protected and Buffered Bike Lanes, Remove Parking Lick Mill Blvd
SectionTravel
LanesBicycle
FacilitiesLandscape
d Median
IslandParking
Tasman Drive to Laird
Circle
Four Protected and
Buffered (Class IV)
Yes No
Laird Circle to
Montague
Expressway
Three* Protected and
Buffered (Class IV)
Yes No
*On the eastside of Lick Mill Boulevard between Laird Circle and Montague Expressway a northbound travel lane will be removed with this concept.
Scott Boulevard Potential Cross-Sections
The Santa Clara Bicycle Plan recommends different types of bike facilities on Scott Boulevard between Arques Avenue to Saratoga Avenue and there are varying roadway characteristics (i.e. roadway width, number of travel lanes, etc.) along the corridor. Based on this, potential roadway cross-sections were prepared for six sections of Scott Boulevard. These cross-sections (Attachment 9) were developed and modified based on feedback from the community, BPAC, and Council.
Scott Boulevard Overall Corridor Concepts
Based on the proposed cross-sections listed above by roadway section, there are various overall corridor concepts for Scott Boulevard from Arques Avenue to Saratoga Avenue as shown in Attachment 10. Due to the length of the study portion of Scott Boulevard, the overall corridor has been separated into three sections:
· Arques Avenue to Martin Avenue
· Martin Avenue to Monroe Street
· Monroe Street to Saratoga Avenue
ARQUES AVENUE TO MARTIN AVENUE
Four/Five Lanes, Buffered Bike Lanes
With this overall corridor concept, four travel lanes are maintained from Arques Avenue to Central Expressway, five travel lanes are maintained from Central Expressway to Martin Avenue, and buffered bike lanes are installed. There is currently no parking on this portion of Scott Boulevard.
The key roadway features of this concept are shown in Table 9 below.
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Table 9:
Four/Five Lanes, Buffered Bike Lanes
Scott Blvd
SectionTravel
LanesBicycle
FacilitiesLandscape
d Median Island or
Two-Way Center
Turn LaneParking
Arques Ave to Central
Expy
Four Buffered Bike Lanes
(Class IIB)
Landscaped
Median Island
No
Central Expy to Martin
Ave
Five Buffered Bike Lanes
(Class IIB)
Two-Way
Center Turan
Lane
No
MARTIN AVENUE TO MONROE STREET
Four Lanes, Buffered Bike Lanes
With this overall corridor concept, one travel lane is removed in each direction of the street and buffered bike lanes are installed. There is currently no parking on this portion of Scott Boulevard.
The key roadway features of this concept are shown in Table 10 below.
Table 10:
Four Lanes, Buffered Bike Lanes
Scott Blvd
SectionTravel
LanesBicycle
FacilitiesMedian
IslandParking
Martin Ave to Monroe
St
Four Buffered Bike Lanes
(Class IIB)
Narrow
concrete
island
No
MONROE STREET TO SARATOGA AVENUE
Four Lanes, Standard Bike Lanes, Remove Parking on One Side With this overall corridor concept, four travel lanes are maintained, buffered bike lanes are installed, and parking is removed on one side of the street. The key roadway features of this concept are shown in Table 11 below.
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Table 11:
Four Lanes, Standard Bike Lanes, Remove Parking on One Side Scott Blvd
SectionTravel
LanesBicycle
FacilitiesTwo-Way
Center Turn
LaneParking
Monroe St to Harrison
St
Four Standard Bike Lanes Yes West side
only*
Harrison St to
Homestead Rd
Four Standard Bike Lanes Yes East side
only
Homestead Rd to
Saratoga Av
Four Standard Bike Lanes No East side
only
*From El Camino Real to Harrison Street there is no existing parking on the west side of the street.
Two Lanes, Buffered Bike Lanes, Parking on Both Sides
With this overall corridor concept, one travel lane is removed in each direction of the street and buffered bike lanes are installed. Parking is maintained on both sides of the street. The key roadway features of this concept are shown in Table 12 below.
Table 12:
Two Lanes, Buffered Bike Lanes, Parking on Both Sides
Scott Blvd
SectionTravel
LanesBicycle
FacilitiesTwo-Way
Center Turn
LaneParking
Monroe St to Harrison
St
Two Buffered Bike Lanes
(Class IIB)
Yes Yes
Harrison St to
Homestead Rd
Two Buffered Bike Lanes
(Class IIB)
Yes Yes
Homestead Rd to
Saratoga Av
Two Buffered Bike Lanes
(Class IIB)
Yes Yes
Two Lanes, Buffered Bike Lanes, Standard Bike Lanes
With this overall corridor concept, one travel lane is removed in southbound direction and two lanes are maintained in the northbound direction, a combination of standard and buffered bike lanes are installed, and parking is maintained on both sides. The key roadway features of this concept are shown in Table 13 below.
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Table 13:
Two Lanes, Buffered Bike Lanes, Standard Bike Lanes
Scott Blvd
SectionTravel
LanesBicycle
FacilitiesTwo-Way
Center Turn
LaneParking
Monroe St to Harrison
St
Three Standard Bike Lanes Yes Yes
Harrison St to
Homestead Rd
Three Standard Bike Lanes Yes Yes
Homestead Rd to
Saratoga Av
Two Buffered Bike Lanes
(Class IIB)
Yes Yes
Two/Three Lanes, Buffered Bike Lanes
With this overall corridor concept, one travel lane is removed in each direction of the street and buffered bike lanes are installed. The key roadway features of this concept are shown in Table 14 below.
Table 14:
Two/Three Lanes, Buffered Bike Lanes
Scott Blvd
SectionTravel
LanesBicycle
FacilitiesTwo-Way
Center Turn
LaneParking
Monroe St to Harrison
St
Three Buffered Bike Lanes
(Class IIB)
Yes West side
only
Harrison St to
Homestead Rd
Two Buffered Bike Lanes
(Class IIB)
Yes Yes
Homestead Rd to
Saratoga Av
Two Buffered Bike Lanes
(Class IIB)
Yes Yes
Transportation Analysis and Potential Benefits
The City completed an in-depth transportation analysis to evaluate the potential benefits and impacts associated with each design concept for the three study corridors. This analysis evaluated the changes in key metrics including potential collision reduction, potential speed reduction, parking availability, travel times along the study portion, potential traffic diversion, LOS changes, and potential Vehicle Miles Traveled (VMT) reduction. A summary table of the transportation analysis results for each roadway section is included as Attachments 11-13 and a summary of the overall potential benefits is included as Attachment 14.
Community Engagement
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strategies were used to seek input from stakeholders. The following outreach methods were implemented for the Study:
· Roadway signs with Project information installed along the project corridors · Postcard Mailings (approximately 12,000 sent)
· City News Articles and Emails
· Communication with schools along the project corridors · Pop-up events (2)
· Community meetings (3)
· Online survey
· Project email and voicemail hotline
· City website
Outreach materials were available in English as well as Spanish and Simplified Chinese. All community workshop presentations, recordings, and online survey were posted on the project website. The project team also reached out to five local schools near the corridors to raise awareness, with Don Callejon School, Montague Elementary School, and CW Haman Elementary School distributing project materials to their school networks.
Community Survey Results
A corridor survey for each corridor (De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard) was administered to Santa Clara community members from December 5 to December 22, 2024. The surveys received 551 public responses: 140 for the De La Cruz Boulevard survey, 180 for the Lick Mill Boulevard survey, and 231 for the Scott Boulevard survey. The survey included demographic and travel preference questions along with questions about preferred design concepts. The survey results showing the breakdown of the preferred concept votes are shown in Tables 15-19.
Table 15: De La Cruz Boulevard Corridor Concept - Survey Summary Concept Public Support
Montague Expy to
Montague Park
Montague Park to W
Trimble Road
Existing Conditions/No Build
Option
21% 20%
Two Lanes, Buffered Bike Lanes,
Center Turn Lane, Parking on
Both Sides
35%1 11%
Two Lanes, Buffered and Parking
Protected Bike Lanes, Center
Turn Lane, Parking on Both Sides
35%1 31%
Four Lanes, Buffered Bike Lanes,
Remove Parking On One Side
44%2 13%
Four Lanes, Buffered and
Protected/Buffered Bikeways,
Remove Parking
44%2 25%
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1 From Montague Expy to Montague Park, these two concepts are identical. Percent of respondents favoring applied to both concepts.
2 From Montague Expy to Montague Park, these two concepts are identical. Percent of respondents favoring applied to both concepts.
Table 16: Lick Mill Boulevard Corridor Concept - Survey Summary Concept Public Support
E Tasman Dr to Laird
Cir(S)
Laird Cir(S) to Montague
Expy
Existing Conditions/No Build
Option
24% 30%
Two Lanes, Buffered Bike Lanes,
Parking on Both Sides
12% 11%
Two Lanes, Parking Protected
Bike Lanes
38% 38%
Three/Four Lanes, Protected and
Buffered Bike Lanes, Remove
Parking
26% 21%
Table 17: Scott Boulevard Corridor Concept - Survey Summary (Arques Ave to Martin Ave)
Concept Public Support (Arques Ave to Martin
Ave)
Existing Conditions/No Build Option 31%
Four/Five Lanes, Buffered Bike Lanes 69%
Table 18: Scott Boulevard Corridor Concept - Survey Summary (Martin Ave to Monroe St)
Concept Public Support (Martin Ave to Monroe
St)
Existing/No Build Option 36%
Four Lanes, Buffered Bike Lanes 64%
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Table 19: Scott Boulevard Corridor Concept - Survey Summary (Monroe St to Saratoga Ave)
Concept Public Support
Monroe St to
Harrison St
Harrison St to
Homestead Rd
Homestead Rd
to Saratoga Ave
Existing Conditions/ No Build Option 29% 28% 28%
Four Lanes, Standard Bike Lanes,
Remove Parking on One Side
15% 17% 18%
Two Lanes, Buffered Bike Lanes,
Parking on Both Sides
28% 43%1 54%2
Two Lanes, Buffered Bike Lanes,
Standard Bike Lanes
6% 12% 54%2
Two/Three Lanes, Buffered Bike
Lanes
22% 43%1 54%2
1 From Harrison St to Homestead Rd, these two concepts were identical. Percent of respondents favoring applied to both concepts.
2 From Homestead Rd to Saratoga Ave, these three are identical. Percent of respondents favoring applied to all three concepts.
Bicycle and Pedestrian Advisory Committee (BPAC) Meeting and Feedback On January 27, 2025, the City’s BPAC reviewed the final draft Study and voted by majority (6 yes, 1 no, 1 absent) to recommend that the City Council adopt a resolution adopting the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Improvements Planning Study.
The BPAC voting results for each corridor are as follows:
De La Cruz Boulevard (Montague Expy to W. Trimble Rd) - (5 yes, 2 no, 1 absent):
· Two Lanes, Buffered and Parking Protected Bike Lanes, Center Turn Lane, Parking on Both Sides
Lick Mill Boulevard (Tasman Dr to Montague Expy) - (5 yes, 2 no, 1 absent):
· Two Lanes, Buffered Bike Lanes, Parking on Both Sides Scott Boulevard (Arques Avenue to Martin Avenue) - (7 yes, 0 no, 1 absent):
· Four/Five Lanes, Buffered Bike Lanes
Scott Boulevard (Martin Avenue to Monroe Street) - (7 yes, 0 no, 1 absent):
· Four Lanes, Buffered Bike Lanes
Scott Boulevard (Monroe Street to Saratoga Avenue) - (6 yes, 1 no, 1 absent):
· Two Lanes, Buffered Bike Lanes, Parking on Both Sides Staff Recommendation
Based on the concept analysis findings, community input, and BPAC recommendations, staff City of Santa Clara Printed on 2/28/2025Page 13 of 17
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recommends the following roadway corridor concepts for the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Improvements Planning Study as the preferred alternatives:
De La Cruz Boulevard (Montague Expressway to W. Trimble Road) · Two Lanes, Buffered and Parking Protected Bike Lanes, Center Turn Lane, Parking on Both Sides
Lick Mill Boulevard (Tasman Drive to Montague Expressway) · Two Lanes, Buffered Bike Lanes, Parking on Both Sides Scott Boulevard (Arques Avenue to Martin Avenue)
· Four/Five Lanes, Buffered Bike Lanes
Scott Boulevard (Martin Avenue to Monroe Street)
· Four Lanes, Buffered Bike Lanes
Scott Boulevard (Monroe Street to Saratoga Avenue)
· Two Lanes, Buffered Bike Lanes, Parking on Both Sides
ENVIRONMENTAL REVIEW
The action being considered to adopt the Study does not constitute a “project” within the meaning of California Environmental Quality Act (“CEQA”) pursuant to California Code of Regulations Section 15378(a) as it has no potential for resulting in either direct physical change in the environment, or a reasonably foreseeable indirect physical change in the environment. Notwithstanding the foregoing, The Study is exempt from CEQA pursuant to Section 15262 of CEQA Guidelines as the Study is a planning document for future possible actions which the City has not yet approved, adopted, or funded. Future environmental review will take place should the Study move forward to design and construction.
The modification of parking regulations being considered is exempt from CEQA pursuant to CEQA Guidelines Section 15301(c) - Existing Facilities, as the activity consists of operation, repair, maintenance, permitting, leasing, licensing, or minor alteration of existing highways and streets, sidewalks, gutters, bicycle and pedestrian trains, and similar facilities involving negligible or no expansion of use beyond that existing at the time of the lead agency’s determination.
FISCAL IMPACT
The is no immediate fiscal impact resulting from the adoption of the Study. However, by adopting this Study and selecting preferred design concepts, staff will move into the design phase and then to construction as the project has grant funding. It is important to note that there will be a future cost associated with implementing any of the proposed design concepts contained within the Study. The design and construction costs associated with implementing the design concepts for all three corridors range from $2.35 million - $3.16 million in total (in 2025 dollars). On October 10, 2023, Council accepted Federal Community Project funding in the amount of $2.725 million and also appropriated $354,000 in City funding as local match resulting in total project funding of $3,079,000 for the study, design, and construction for the De La Cruz, Lick Mill, and Scott Boulevards Bicycle Improvements Project. Additionally, implementation of protected and buffered bicycle lanes may require the use of specialized street sweeping equipment that the City does not currently have.
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Additional equipment (i.e. smaller street sweeper) or contractual street sweeping services may be necessary.
COORDINATION
The Study has been coordinated with the City Attorney’s Office, Community Development Department, Finance Department, Bicycle and Pedestrian Advisory Committee, Senior Advisory Commission, Youth Advisory Commission, and Parks and Recreation Commission.
PUBLIC CONTACT
Public contact was made by posting the Council agenda on the City’s official-notice bulletin board outside City Hall Council Chambers. A complete agenda packet is available on the City’s website and in the City Clerk’s Office at least 72 hours prior to a Regular Meeting and 24 hours prior to a Special Meeting. A hard copy of any agenda report may be requested by contacting the City Clerk’s Office at (408) 615-2220, email [email protected] or at the public information desk at any City of Santa Clara public library.
ALTERNATIVES
1. Adopt a resolution adopting the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Improvements Planning Study.
De La Cruz Boulevard:
2. Approve one of the following Corridor Concepts for De La Cruz Boulevard between Montague Expressway and W. Trimble Road:
a. No Build Option
b. Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides c. Two Lanes, Buffered and Parking Protected Bike Lanes, Center Turn Lane, Parking on Both Sides
d. Four Lanes, Buffered Bike Lanes, Remove Parking On One Side e. Four Lanes, Buffered and Protected/Buffered Bikeways, Remove Parking Lick Mill Boulevard
3. Approve one of the following Corridor Concepts for Lick Mill Boulevard between Tasman Drive and Montague Expressway:
a. No Build Option
b. Two Lanes, Buffered Bike Lanes, Parking on Both Sides c. Two Lanes, Parking Protected Bike Lanes
d. Three/Four Lanes, Protected and Buffered Bike Lanes, Remove Parking Scott Boulevard (Arques Avenue to Martin Avenue)
4. Approve one of the following Corridor Concepts for Scott Boulevard between Arques and Martin Avenue
a. No Build Option
b. Four/Five Lanes, Buffered Bike Lanes
Scott Boulevard (Martin Avenue to Monroe Street)
5. Approve one of the following Corridor Concepts for Scott Boulevard between Martin Avenue and Monroe Street
a. No Build Option
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b. Four Lanes, Buffered Bike Lanes
Scott Boulevard (Monroe Street to Saratoga Avenue)
6. Approve one of the following Corridor Concepts for Scott Boulevard between Monroe Street and Saratoga Avenue
a. No Build Option
b. Four Lanes, Standard Bike Lanes, Remove Parking on One Side c. Two Lanes, Buffered Bike Lanes, Parking on Both Sides d. Two Lanes, Buffered Bike Lanes, Standard Bike Lanes
e. Two/Three Lanes, Buffered Bike Lanes
7. Adopt a resolution establishing no parking zones on De La Cruz Boulevard between Montague Expressway and W. Trimble Road, Lick Mill Boulevard between Tasman Drive and Montague Expressway, and Scott Boulevard between Monroe Street and Saratoga Avenue as necessary to implement the approved plans.
RECOMMENDATION
Alternative 1, 2c, 3b, 4b, 5b, 6e, and 7
1. Adopt a resolution accepting the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Improvements Planning Study;
2c. Approve Corridor Concept - Two Lanes, Buffered and Parking Protected Bike Lanes, Center Turn Lane, Parking on Both Sides for De La Cruz Boulevard between Montague Expressway and W.
Trimble Road;
3b. Approve Corridor Concept - Two Lanes, Buffered Bike Lanes, Parking on Both Sides for Lick Mill Boulevard between Tasman Drive and Montague Expressway; 4b. Approve Corridor Concept - Four/Five Lanes, Buffered Bike Lanes for Scott Boulevard between Arques Avenue and Martin Avenue;
5b. Approve Corridor Concept - Four Lanes, Buffered Bike Lanes for Scott Boulevard between Martin Avenue and Monroe Street;
6e. Approve Corridor Concept - Two Lanes, Buffered Bike Lanes, Parking on Both Sides for Scott Boulevard between Monroe Street and Saratoga Avenue;
7. Adopt a resolution establishing no parking zones on De La Cruz Boulevard between Montague Expressway and West Trimble Road, Lick Mill Boulevard between Tasman Drive and Montague Expressway, and Scott Boulevard between Monroe Street and Saratoga Avenue as necessary to implement the approved plans.
Reviewed by: Craig Mobeck, Director of Public Works
Approved by: Jovan Grogan, City Manager
ATTACHMENTS
1. Study Area Map
2. De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study
3. Current Roadway Characteristics for De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard
4. Existing Roadway Conditions (Key Roadway Metrics) for De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard
5. De La Cruz Boulevard Potential Roadway Cross-Sections
6. De La Cruz Boulevard Overall Corridor Concepts
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7. Lick Mill Boulevard Potential Roadway Cross-Sections
8. Lick Mill Boulevard Overall Corridor Concepts
9. Scott Boulevard Potential Roadway Cross-Sections
10.Scott Boulevard Overall Corridor Concepts
11.Transportation Analysis Summary - De La Cruz Boulevard
12.Transportation Analysis Summary - Lick Mill Boulevard
13.Transportation Analysis Summary - Scott Boulevard
14.Overall Potential Benefits Summary
15.Resolution to Accept the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study
16. Resolution to Establishing No Parking Zones as Necessary on De La Cruz Boulevard between Montague Expressway and W. Trimble Road, Lick Mill Boulevard between Tasman Drive and Montague Expressway, and Scott Boulevard between Monroe Street and Saratoga Avenue City of Santa Clara Printed on 2/28/2025Page 17 of 17
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San To
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Legend
Data SegmentSegment ID
Santa Clara Bikeway Improvements
De La Cruz Blvd, Lick Mill Blvd, and Scott Blvd
Study Area
Walsh Ave
Mission
College
San Jose
Mineta
International
Airport
Santa Clara
University
Santa Clara
High School
101 Aldo Ave
Montague Expw
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Martin Ave
W Trimble Rd
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Monroe St
Saratoga Ave
Homestead Rd
El Camino Real
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Scott Blvd
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De La Cruz Boulevard, Lick Mill Boulevard,
and Scott Boulevard Bikeway Improvement
Study
Draft
February 2025
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Executive Summary ....................................................................................................................................... 5
1. Introduction and Background ............................................................................................................... 7 Origins of the Project ................................................................................................................... 7 Project Objectives ........................................................................................................................ 7 Project Methodology and Study Area ......................................................................................... 7 Timeline ....................................................................................................................................... 9
2. Study Methodology ............................................................................................................................. 10 Speed and Average Daily Traffic (ADT) ...................................................................................... 10 Safety Analysis ........................................................................................................................... 10 Traffic Analysis ........................................................................................................................... 10 Parking Analysis ......................................................................................................................... 11 Travel Time ................................................................................................................................ 12 Vehicles Miled Traveled (VMT) .................................................................................................. 12
3. Existing Conditions .............................................................................................................................. 13 Existing Bicycle and Pedestrian Network .................................................................................. 13 Existing Conditions Overview Summary .................................................................................... 14 Safety ......................................................................................................................................... 15 Traffic ......................................................................................................................................... 19 Parking ....................................................................................................................................... 20
4. Concepts/Alternatives ........................................................................................................................ 29 De La Cruz Boulevard ................................................................................................................. 29 Lick Mill Boulevard ..................................................................................................................... 35 Scott Boulevard Between Arques Avenue and Martin Avenue................................................. 39 Scott Boulevard Between Martin Avenue and Monroe Street ................................................. 41 Scott Boulevard Between Monroe Street and Saratoga Avenue .............................................. 42
5. Evaluation Findings ............................................................................................................................. 47
6. Outreach Process and Results ............................................................................................................. 53 In-Person Outreach Events ........................................................................................................ 53 Table of Contents
1.1. 1.2.
1.3. 1.4.
2.1. 2.2.
2.3. 2.4.
2.5. 2.6.
3.1. 3.2.
3.3. 3.4.
3.5. 4.1.
4.2. 4.3.
4.4. 4.5.
6.1. Kimley>>> Horn 2
Project Voicemail and Email ...................................................................................................... 56 Online Survey Results ................................................................................................................ 57
7. Recommendations and Conclusion .................................................................................................... 61 Figure 1: Study Area Map .............................................................................................................................................. 5 Figure 2: Tree Lighting Ceremony Project Booth ........................................................................................................... 6 Figure 3: Project Study Area .......................................................................................................................................... 8 Figure 4: Project Timeline .............................................................................................................................................. 9 Figure 5: 2018 Bike Plan Update Recommendations .................................................................................................. 13 Figure 6: De La Cruz Boulevard Collision Summary Map ............................................................................................. 15 Figure 7: Lick Mill Boulevard Collision Summary Map ................................................................................................. 16 Figure 8: Scott Boulevard Collision Summary Map 1/2 (Arques Ave to Walsh Ave) ................................................... 17 Figure 9: Scott Boulevard Collision Summary Map 2/2 (Walsh Ave to Saratoga Ave) ................................................ 18 Figure 10: De La Cruz Boulevard Parking Inventory .................................................................................................... 20 Figure 11: De La Cruz Boulevard Weekday Daytime Peak Hour Parking (10 AM to 11 AM) ....................................... 22 Figure 12: Lick Mill Boulevard Parking Inventory ........................................................................................................ 23 Figure 13: Lick Mill Boulevard Weekday Daytime Peak Hour Parking (7 AM to 8 AM) ............................................... 25 Figure 14: Scott Boulevard Parking Inventory ............................................................................................................. 26 Figure 15: Scott Boulevard Weekend Nighttime Peak Hour Parking (12 AM to 1 AM) ............................................... 28 Figure 16: De La Cruz Boulevard – Existing Conditions/No Build ................................................................................ 30 Figure 17: De La Cruz Boulevard – Concept A ............................................................................................................. 31 Figure 18: De La Cruz Boulevard – Concept B ............................................................................................................. 32 Figure 19: De La Cruz Boulevard – Concept C ............................................................................................................. 33 Figure 20: De La Cruz Boulevard – Concept D ............................................................................................................. 34 Figure 21: Lick Mill Boulevard – Existing Conditions/No Build .................................................................................... 35 Figure 22: Lick Mill Boulevard – Concept E ................................................................................................................. 36 Figure 23: Lick Mill Boulevard – Concept F .................................................................................................................. 37 Figure 24: Lick Mill Boulevard – Concept G ................................................................................................................. 38 Figure 25: Scott Boulevard Between Arques Avenue and Martin Avenue – Existing Conditions/No Build ................ 39 Figure 26: Scott Boulevard Between Arques Avenue and Martin Avenue – Alternative H ......................................... 40 Figure 27: Scott Boulevard Between Martin Avenue and Monroe Street – Existing Conditions/No Build ................. 41 Figure 28: Scott Boulevard Between Martin Avenue and Monroe Street – Proposed Alternative I ........................... 41 Figure 29: Scott Boulevard Between Monroe Street and Saratoga Avenue – Existing Conditions/No Build .............. 42 Figure 30: Scott Boulevard Between Monroe Street and Saratoga Avenue – Concept J ............................................ 43 Figure 31: Scott Boulevard Between Monroe Street and Saratoga Avenue – Concept K ........................................... 44 Figure 32: Scott Boulevard Between Monroe Street and Saratoga Avenue – Concept L............................................ 45 Figure 33: Scott Boulevard Between Monroe Street and Saratoga Avenue – Concept M .......................................... 46 Figure 34: Community Meeting #2 .............................................................................................................................. 54 Figure 35: Community Meeting #3 .............................................................................................................................. 54 Figure 36: Tree Lighting Ceremony Project Booth ....................................................................................................... 56
6.2. 6.3.
List of Figures
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Table 1: Speed and ADT Summary ............................................................................................................................... 14 Table 2: De La Cruz Parking Utilization ........................................................................................................................ 21 Table 3: Lick Mill Boulevard Parking Utilization ........................................................................................................... 24 Table 4: Scott Boulevard Parking Utilization ............................................................................................................... 27 Table 5: De La Cruz Boulevard Analysis Summary Table ............................................................................................. 49 Table 6: Lick Mill Boulevard Analysis Summary Table ................................................................................................. 50 Table 7: Scott Boulevard Analysis Summary Table (Arques Ave to Martin Ave) ......................................................... 51 Table 8: Scott Boulevard Analysis Summary Table (Martin Ave to Monroe St) .......................................................... 51 Table 9: Scott Boulevard Analysis Summary Table (Monroe St to Saratoga Ave) ....................................................... 52
Appendix A: Existing Conditions Traffic LOS Maps
Appendix B: Existing Conditions Parking Occupancy Maps
Appendix C: Online Survey Alternative Cross Sections
Appendix D: With Project Traffic Analysis Reports
Appendix E: With Project Parking Analysis Maps
Appendix F: Outreach Materials
Appendix G: Online Survey Segment Map
Appendix H: Online Survey Results
List of Tables
Appendices
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Executive Summary
On October 10, 2023, Council accepted Federal Community Project Funding in the amount of 2.725 million and established a new project for the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Improvements Project "Project" . The Project scope of work includes traffic analyses and design concept analysis, public outreach, design, and construction of bicycle facilities on See Figure 1
1 De La Cruz Boulevard from Montague Expressway to Trimble Road 2 Lick Mill Boulevard from Tasman Drive to Montague Expressway 3 Scott Boulevard from the Calabazas Creek Trail to Saratoga Avenue S;inu,C l,1r,11
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Figure 1 Study Area Map
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The goal is to enhance safety, improve mobility, and reduce vehicle emissions by implementing high priority bicycle projects identified in the Santa Clara Bicycle Kimley>>> Horn 5 City of
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Plan while connecting local residential communities, schools, libraries, and major employers within Santa Clara. The project includes reviewing potential project options such as lane narrowing, parking removal, or travel lane removal on the corridors.
The first phase of the Project, the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Improvements Study "Study" developed concept alternatives, prepared traffic and parking analysis, conducted two rounds of public engagement Figure 2, and met with the City's Bicycle and Pedestrian Advisory Committee BPAC on four occasions. The proposed concepts were developed based on an analysis of the corridors, recommendations in the Santa Clara Bicycle Plan Update 2018, engagement with the City's BPAC, and two rounds of public outreach efforts.
Figure 2 Tree Lighting Ceremony Project Booth
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1. Introduction and Background
1.1. Origins of the Project
In 2019, the City of Santa Clara "City" approved and adopted the Bicycle Master Plan Update 2018 "Bike Plan", which identified and prioritized corridors needing bikeway facilities that could generate the greatest benefits to the community at low costs. The Plan identified the following three corridors "Corridors" as high priorities for bikeway improvements
De La Cruz Boulevard between Montague Expressway and W. Trimble Road
Lick Mill Boulevard between Tasman Drive and Montague Expressway Scott Boulevard between Arques Ave city border and Saratoga Ave On October 10, 2023, Santa Clara City Council accepted a federal earmark grant in the amount of 2.725 million and established a new project for the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Improvements Project "Project" . The goal of the Project is to study, design, and install bikeway facilities along the Corridors per the Bike Plan's recommendations in order to improve safety as well as close gaps in and expand the City's bike network.
1.2. Project Objectives
Phase 1 of the Project, which kicked off in September 2024, proposed and analyzed the impacts of different design alternatives based on the Bike Plan's recommendations. This memo documents existing conditions, community input, and analysis results.
1.3. Project Methodology and Study Area
Figure 3 shows the three Project corridors.
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Figure 3 Project Study Area
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A multitude of data sources including parking data, traffic data, collision records, and in-person site visits were used to understand the existing conditions of the Corridors and estimate the changes associated with each design alternative.
Additionally, the Project gathered extensive input from the Santa Clara community through a multitude of engagement activities as well as multiple meetings with the Bicycle and Pedestrian Advisory Committee BPAC.
Results from the analysis and community outreach are summarized in this memo with additional information included as Appendices . The City Council will consider the design alternatives and decide the best path forward for each corridor based on the analysis results and community feedback .
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1.4. Timeline
The project was initially presented to the BPAC in the Summer of 2024. The Project then conducted data collection to gain an understanding of the existing conditions within the Corridor and develop preliminary project alternatives. After the data collection and alternatives development phase, the project team conducted a technical evaluation of the alternatives . During the evaluation period the Project conducted community engagement to better understand community perspectives on project trade -offs. The community feedback and technical analysis were used to evaluate the preliminary concepts and progress toward a preferred design alternative. This Study will be presented to BPAC on January 27, and posted online for community review and feedback, before the project ultimately advances to the City Council for determination of next steps. Figure 4 shows the project timeline .
Data Collection and Develop
Alternatives
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Figure 4 Project Timeline
Evaluate Alternatives
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2. Study Methodology
The data collection and analysis methodology are detailed below .
2.1. Speed and Average Daily Traffic ADT
Daily traffic and speed counts were collected at nine locations across the three corridors for a 48-hour weekday period from November 13th through November 14, 2024. For each corridor, the 85th percentile speed the speed at which 85 percent of all motorists travel at or below was averaged over the two collection dates. The ADT counts were aggregated for both directions of travel and then averaged between the two collection dates. It should be noted that count collection sites on Scott Boulevard were only located south of Martin Avenue as this is the only area of the corridor that has proposed travel lane removal.
2.2. Safety Analysis
The City's Traffic Engineering Division provided collision data for the five-year period from January 1, 2018, to December 31, 2023, for all three corridors . The safety analysis considered crash level of severity, pedestrian-related crashes, and bicyclist-related crashes to understand collision patterns and safety trends throughout the study area.
2.3. Traffic Analysis
Existing Conditions
Traffic counts for the analysis were provided by the City for two peak hour periods AM 7-9 AM and PM 4-6 PM . Data was collected on weekdays in April and May of 2024. Additionally, the City provided a Vistro model as a base point for the traffic analysis that had existing roadway geometry and signal configurations for major arterials. The traffic analysis evaluated the current Level of Service LOS for each study intersection based on criteria established in the City's Transportation Analysis Policy. Per City policy, intersections on City-owned streets should meet LOS Dor better . Intersections that lie within the County of Santa Clara jurisdiction, including county expressways, should meet LOS E or better.
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Project Conditions
Several concepts propose the removal of travel lanes. To estimate the impact of lane removal on traffic congestion, new Vistro model scenarios were built to reflect changes in roadway geometry.
The City also provided its citywide travel demand model, which was used to model how roadway changes affect travel patterns. The analysis found minimal change in delay with lane reductions on project corridors see Section 3.4, thus no significant vehicle diversion to other streets is forecast to occur with the proposed lane reduction.
2.4. Parking Analysis
Existing Conditions
A parking analysis was completed to determine parking occupancy along each of the three Study corridors, as well as adjacent side streets within 500 ft of the three Study corridors. Parking counts were collected on three consecutive weekdays Tuesday through Thursday on October 8, 9, and 10, 2024, and on Saturday, October 12, 2024. Data was collected in 30-minute periods from 7 AM to 7 PM and 11 PM to 2 AM.
Parking inventories, or the number of available parking spaces on a given roadway segment, were estimated in-field using an assumption of 22' to 24' for the average car length. It should be noted that parking inventories near crosswalks were adjusted to account for California's New Daylighting Law AB 413 that took effect on January 1, 2025.
To identify the peak daytime and nighttime parking hours for weekdays, parking occupancy was averaged across the three weekdays for each hour, and the hour with the highest average occupancy was chosen as the peak hour. A peak hour was chosen for both daytime 7AM-7PM and nighttime periods 11PM-2AM. The same process was used to determine weekend peak hour occupancy for the Saturday data.
Project Conditions
Several design alternatives propose the removal of parking on one or both sides of the street. As a result, cars that currently park along the project corridors where parking removal is proposed will need to relocate to available parking spaces on Kimley>>> Horn 11 City of
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nearby side streets. In this instance, nearby side streets are assumed to be those that are within 500ft of the parking space in question. This parking diversion was estimated for each of the applicable design alternatives . The analysis notes locations where cars do not have nearby available parking spaces to relocate.
Additionally, some of the proposed alternatives include parking-protected bike lanes. These separated bike lanes will require a reduction in the number of parking spots due to required setbacks from driveways for visibility. The full parking analysis results can be seen in Section 3.5.
2.5. Travel Time
Existing Conditions
A travel time analysis was completed to evaluate the time it takes to travel the entire length of each study corridor in a car. Travel time data was obtained from INRIX, a web based software that uses roadway sensors and vehicle data to provide traffic data and visualizations. Data for each of the Project corridors was averaged for both travel directions from 7 AM to 7 PM across typical weekdays Tuesday, Wednesday, and Thursday from September 1 to September 30, 2024.
Project Conditions
A travel time analysis was also completed for all project alternatives that include the removal of up to one travel lane in each direction on the study corridor.
Changes in approach level intersection delay, derived from the traffic analysis, was averaged for each travel direction, and then added to the existing travel time to arrive at a With Project travel time condition.
2.6. Vehicles Miled Traveled VMT
Project Conditions
Quantifying Reductions in Vehicle Miles Traveled from New Bike Paths, Lanes, and Cycle Tracks California Air Resources Board 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.
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3. Existing Conditions
3.1. Existing Bicycle and Pedestrian Network
Existing and recommended bicycle infrastructure per the City's Bike Plan within and connecting to the Study area is shown in Figure 5.
Figure 5 2018 Bike Plan Update Recommendations
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De La Cruz Boulevard
Within the Study limits, De La Cruz Boulevard has no existing bicycle infrastructure .
The 2018 Bike Plan Update recommends Class II bike lanes north of Montague Park, and Class IV separated bike lanes south of the park.
Lick Mill Boulevard
Within the Study limits, Lick Mill Boulevard is classified as a Class Ill bike route with vehicles and bikes sharing the roadway. The 2018 Bike Plan Update recommends Class IV separated bike lanes throughout the entire corridor.
Scott Boulevard
From Arques Ave to Monroe Street Scott Boulevard has existing Class II bike lanes.
The remainder of the corridor currently has no bike facilities . The 2018 Bike Plan Update recommends Class II bike lanes or Class IIB buffered bike lanes throughout the entire corridor .
3.2. Existing Conditions Overview Summary
Table 1 summarizes the 85th percentile speed, ADT, and travel time for each of the project corridors.
Table 1 Speed and ADT Summary
asth Percentile Average Travel Time
Roadway Posted Speed Speed mph Daily Traffic
ADT
De La Cruz 35 MPH 40 9,949 5 Minutes and
Boulevard 16 Seconds
Lick Mill 35 MPH 43 9,753 6 Minutes and
Boulevard 33 Seconds
Scott 35 MPH 39 15,757 15 Minutes and
Boulevard1 23 Seconds
1 Data for Scott Boulevard includes corridor extents south of Martin Avenue.
On De La Cruz Boulevard, which has a posted speed limit of 35 mph, 39 of drivers drove over the posted speed limit. On Lick Mill Boulevard, which also has a posted speed limit of 35 mph, 62 of drivers drove over the speed limit . Of the 62 of drivers measured to be exceeding the speed limit on Lick Mill Boulevard, 89 were within 9 mph of the posted speed. For the portion of Scott Boulevard with a posted speed of 35 mph south of Martin Ave, 33 of drivers exceeded the speed limit.
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3.3. Safety
De La Cruz Boulevard
De La Cruz Boulevard had 68 collisions in the five-year period, including two pedestrian-involved collisions and two bike-involved collisions . 28 of the 68 collisions resulted in some level of injury or complaint of pain, and each of the four non-motorized collisions resulted in a level of injury. Mapped collision locations along De La Cruz Boulevard is shown in
Figure 6. All collisions within a 150-ft radius of an intersection were assigned to the intersection. These intersections are represented using circles of varying size with a larger circle representing a higher number of collisions.
Figure 6 De La Cruz Boulevard Collision Summary Map
Legend
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Collision Types
o Auto-Only Collision
• Bicycle Collision
• Pedestrian Collision
Locations with Multiple
Collisions
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26 Collisions
14 Collisions
2 Collisions
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2018-2023 and was provided by
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Lick Mill Boulevard
Lick Mill Boulevard had 47 collisions in the five-year period, including two bike involved collisions. Some level of injury or complaint of pain were noted in 13 of the 47 collisions. The two bicyclist-related collisions resulted in a level of injury or complaint of pain. Mapped collision locations along Lick Mill Boulevard can be found in Figure 7.
Figure 7 Lick Mill Boulevard Collision Summary Map
Legend
Study Area
Collision Types
o Auto-Only Collision
• Bicycle Collision
• Pedestrian Coll ision
Locations with Multiple
Collisions
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11 Collisions
7 Collisions
2 Collisions
Collision data is shown for
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Scott Boulevard
Scott Boulevard had 231 collisions in the five-year period, including seven pedestrian-involved collisions and seven bike-involved collisions. Some level of injury or complaint of pain were noted in 96 of the 231 collisions, including 13 of the 14 non-motorized collisions. Additionally, one vehicular collision at the intersection of Scott Boulevard and Jay Street resulted in a fatality. Mapped collision locations along Scott Boulevard Figure 8 and Figure 9.
Figure 8 Scott Boulevard Collision Summary Map 1 2 Arques Ave to Walsh Ave Legend
Study Area
Collision Types
o Auto-Only Collision
• Bicycle Collision
• Pedestrian Collision
Locations with Multiple
Collisions
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27 Collisions
15 Collisions
2 Collisions
Collision data is shown for
2018-2023 and was provided by
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26 Auto-On ly Collisions
1 Bicycle Collision
Q0> oo 00 Qo O O
Kimley>>> Horn
1 Auto-On ly Collision
1 Bicycle Collision
17 Sheet 1 of 2
City of
Santa Clara
: / ( )
Figure 9 Scott Boulevard Collision Summary Map 2 2 Walsh Ave to Saratoga Ave !See Sheet 1
Legend
Study Area II
Collision Types
o Auto-Only Collision Ir'
• Bicycle Collision
• Pedestrian Collision
Locations with Multiple
Collisions
e
27 Coll isions
15 Collisions
2 Collisions
Collision data is shown for
2018-2023 and was provided by
the City of Santa Clara Traffic
Engineering Division.
Key Map
1------7
CabrilloAve
Royal Dr
Warburton Ave
Bt'3YAve
®
Anna Dr
e
U>
0 g
0 9
0 Martin Ave
7 Auto-Only Collisions
1 Pedestrian Collision
21 Auto-Only Collisions
2 Bicycle Collision
13 Auto-Only Collisions
1 Bicycle Collision
1 Pedestrian Collision
2 Auto-On ly Collisions
1 Pedestrian Collision
11 Auto-Only Collisions
1 Pedestrian Collision
eS\
o Cathe{,{'
Harrison St O
f
0 Benton St O
C.W. Haman
Elementary
School ,aO ~
es\e ~o({I
0 0.13 0.25 0.5
--== =--c::: ====:::iMiles
Kimley>>> Horn
0 18
10 Auto-Only Collisions
1 Bicycle Collision
1 Pedestrian Collision
Mission City
Memorial Park
,.
Sheet 2of 2
City of
Santa Clara
( )
&
& &
&
&
& &
&
3.4. Traffic
Detailed traffic modeling was completed at 46 study intersections along the three Project corridors. As noted in the Study Methodology section of this report, the traffic analysis evaluated the current Level of Service LOS for each study intersection based on criteria established in the City's Transportation Analysis Policy. Maps showing LOS at each intersection can be found in Appendix A.
De La Cruz Boulevard
Based on the analysis, 8 of 9 De La Cruz Boulevard intersections operate acceptably under existing conditions during the AM and PM peak hours. The one intersection that currently does not meet the City's LOS standard is De La Cruz Boulevard Laurelwood Avenue, which operates as LOSE in the AM and LOS Fin the PM.
Lick Mill Boulevard
Based on the analysis, 14 of 16 intersections operate acceptably under existing conditions during the AM and 15 of 16 operate acceptably during PM peak hours.
The intersections that currently do not meet the City's LOS standard in the AM period are Lick Mill Boulevard East River Parkway and Lick Mill Boulevard Fitzpatrick Way, which both operate at LOS E. The intersection that does not meet the City's LOS standard in the PM period is Lick Mill Boulevard East Tasman Drive, which operates at LOS E.
Scott Boulevard
Based on the analysis, 20 of 21 intersections operate acceptably under existing conditions during the AM and 18 of 21 operate acceptably during PM peak hours.
The intersection that currently does not meet the City's LOS standard in the AM period is Scott Boulevard Cabrillo Avenue, which operates at LOSE. The intersections that do not meet the City's LOS standard in the PM period are the intersections of Scott Boulevard Cabrillo Avenue and Scott Boulevard Harrison Street which operate at a LOS F and Scott Boulevard Serra Avenue which operates at a LOS E.
Kimley>>> Horn 19 City of
Santa Clara
.
:
3.5. Parking
The existing conditions parking data is detailed for each corridor below. For additional parking occupancy maps see Appendix B
De La Cruz Boulevard
Figure 10 shows De La Cruz Boulevard's existing parking inventory .
Figure 10 De La Cruz Boulevard Parking Inventory
Legend
0 0 .05 0.1 0.2
•--===---====ilv1iles
Kimley>>> Horn
Montague
Elementary
Schoo l
Montague
Park
Golden State
~~ff!~!
...
~ ""'---' ~ --<1?);...----,, -;---1_,,...__ Aldo Ave
PerryCt ~
(1)
r
Ql
(")
2 N
cc
< a.
'N'
j .,., 00) • Lao,. lwood Rd
20 City of
Santa Clara
%
:
% %
% %
% %
% %
On De La Cruz Boulevard, the highest parking occupancy was observed on weekdays from 10 AM to 11 AM. During this hour, 34 of all available parking was used, leaving two-thirds of the parking inventory unoccupied. Table 2 summarizes the weekday parking occupancy for daytime and nighttime conditions on De La Cruz Boulevard.
Table 2 De La Cruz Parking Utilization
On-Street Parking Weekday Daytime Peak Hour Weekday Nighttime Peak Hour Parking Location Inventory Parking Occupancy Parking Occupancy
North of 111 22 17 Montague Park
South of 55 49 0 Montague Park
Side Streets 249 37 22
Total 415 34 18
During the daytime, the industrial area south of Montague Park was observed to have the highest occupancy. During the nighttime, the residential area north of Montague Park was observed to have higher occupancy . The parking occupancy for the daytime peak hour period is shown in Figure 11 . Darker blue segments represent a higher utilization of the existing parking spaces.
Kimley>>> Horn 21 City of
Santa Clara
: ( )
Figure 11 De La Cruz Boulevard Weekday Daytime Peak Hour Parking 10 AM to 11 AM Legend
Average Occupancy
(% of Total Parking Used)
0%-25%
- 26%-50%
- 51%- 75%
- 76%- 90%
- 91%- 100%
Kimley>>> Horn
Montague Expwy
Montag ue
Eleme ntary
School
Montagu e
Park
Gol den State
Bapti st
Coll ege
Perry Ct
Bellwood Dr
==:::::. Aldo Ave
0 (I)
r
0)
()
2 N
o:l
< 0.
22 oakW0Odo.,.
City of
Santa Clara
:
Lick Mill Boulevard
Figure 12 shows the parking inventory along Lick Mill Boulevard and adjacent side streets.
Figure 12 Lick Mill Boulevard Parking Inventory
___ No Parking
Segment
___ On-Street Parking
Segment
Number of
Parking Spaces
Agnews Historic
Park
o_-=o=.0=7-•0c.15====0Jiles
Kimley>>> Horn
QI
!S'-'l>(\
'\'l>°'
Lick Mill
Park
Hope Dr
cc
< 0..
Ulistac Natural
Area
live Oak
Park
Montague Expwy
23 City of
Santa Clara
%
:
( ) % %
( ) % %
% %
% %
%
On Lick Mill Boulevard, the highest parking occupancy was observed on weekdays from 7 AM to 8 AM. During this hour, 46 of all available parking was used, leaving roughly half of the parking inventory unoccupied. Table 3 summarizes the weekday parking occupancy for the corridor.
Table 3 Lick Mill Boulevard Parking Utilization
On-Street Parking Weekday Daytime Peak Hour Weekday Nighttime Peak Parking Location Inventory Parking Occupancy Hour Parking Occupancy North of Laird
Circle South 339 40 13
South of Laird
Circle South 48 46 48
Side Streets 131 60 65
Total 518 46 29
On weekdays, side streets were more highly utilized than parking on Lick Mill Boulevard. It should be noted that portions of Lick Mill Boulevard near Laird Circle were observed to have parking availability less than 10 . Additionally, low parking availability was observed near East Tasman Drive. The parking demand in this location is expected to be temporary, however, as parking patterns suggest that the parked cars are associated with temporary construction north of Lick Mill Boulevard. The parking occupancy for the daytime peak hour period is shown in Figure 13.
Kimley>>> Horn 24 City of
Santa Clara
: ( )
Figure 13 Lick Mill Boulevard Weekday Daytime Peak Hour Parking 7 AM to 8 AM Legend
Average Occupancy
(% of Total Parking Used)
0%- 25%
26%-50%
Agnews Historic
Park
0 0.07 0.15 0.3
--== =--=====M iles
Kimley>>> Horn
Lick Mill
Park
Hope Dr
25 ~
OJ
< 0. Ulistac Natural
Area
LiveOak _fJ Park
e;,'?><:--o Way (
~o'-
Montague Expwy
City of
Santa Clara
:
Scott Boulevard
Figure 14 shows parking inventory along Scott Boulevard and adjacent to the corridor. On-street parking is not allowed north of Monroe Street.
Figure 14 Scott Boulevard Parking Inventory
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
CD
Key Map
.,.!
Number of
Parking Spaces
Menzel
Roya
o •--==o=.1=--0=.2====0 .~iles
Kimley>>> Horn
"O >
co
::::
0 (.)
(/)
26 No on-street parking on project
corridor north of Monroe St
1 ADA Space
ena
City of
Santa Clara
% %
:
% %
% %
% %
% %
% %
%
On Scott Boulevard, the highest overall parking occupancy was observed from 12 AM to 1 AM, both during weekdays and on weekends. The occupancy during this hour was 62 for both weekdays and the weekend, leaving less than 40 unoccupied. Table 4 summarizes the weekend parking occupancy for Scott Boulevard.
Table 4 Scott Boulevard Parking Utilization
On-Street Parking Parking Weekend Daytime Peak Weekend Nighttime Peak Location Inventory Hour Parking Occupancy Hour Parking Occupancy Between Monroe Street 96 77 81 and Harrison Street
Between Harrison Street 72 40 42 and Homestead Road
South of Homestead 75 60 59 Road
Side Street 777 60 61
Total 1,020 60 62
All segments of Scott Boulevard and side streets were more highly utilized during nighttime than daytime . It should be noted that portions of Scott Boulevard were observed to have parking availability less than 10 . Parking occupancies are shown by segment in Figure 15.
Kimley>>> Horn 27 City of
Santa Clara
: ( )
Figure 15 Scott Boulevard Weekend Nighttime Peak Hour Parking 12 AM to 1 AM Legend
Average Occupa ncy
(% of Total Parking Used)
0%-25%
- 26%- 50%
- 51%-75%
- 76%-90%
- 91%- 100%
1J
> m
~
(.)
(/)
Key Map
'1101]
ro<S>
St --... ......JL
....!
Menzel Pl
Royal
• BfoY Ave
Harrison St
Benton St
0 0 .1 0.2 0.4
--== =--=====::::J Miles
Kimley>>> Horn 28
Warbu
l"fon A>Je
El Camino Re-a\
•
City of
Santa Clara
/
( )
4. Concepts Alternatives
The Study identifies roadway concepts and a no-build option for each of the three Project corridors. The concept alternatives see Appendix C were developed and modified based on feedback from BPAC. Each concept is summarized by Project corridor below.
4.1. De La Cruz Boulevard
No Build Option
This concept represents a "No Build" scenario and matches the existing condition on De La Cruz Boulevard from Montague Expressway to West Trimble Road. See Figure 16 for a schematic of existing conditions.
Kimley>>> Horn 29 City of
Santa Clara
: –
Figure 16 De La Cruz Boulevard No Build Option
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
Removed Parking
------ Segment
-----► Travel Lane
.---,...,,_ Removed
--------V--- Travel Lane
==;> Center-Turn Lane
Class 11B Bike Lane
..._ Class IV Bike Lane
• • • • ,..... (separated)
Class IV Bike Lane
■ ■ 11 • (parking-protected)
o--=o=.0::115-oc.1====0.~iles
Kimley>>> Horn
Montague E.xpwy I
__l Bellwood Dr
Clyde Av~ ,n •--=~" == , _::; •• oakwood o,.
:,... ~
<!I "" ,$ .<!I
0 ' i tr !t
Mont ague {r Elementary
School
Montague
Park
Golden Stat e
Baptist
Coll ege
Perry Ct
0 (1)
r
"' (")
2 N
CD
< a.
ll ft
30 ("~,S
t1i,OodCi1
Laurelwood Rd
..
City of
Santa Clara
:
: –
Corridor Concept A Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides
This concept removes one travel lane in each direction to make room for Class IIB buffered bike lanes. It also provides a center-turn lane throughout the corridor. See Figure 17 for a schematic of the alternative .
Figure 17 De La Cruz Boulevard Corridor Concept A
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
-----► Travel Lane
......----..r-- Removed
------,.....- Travel Lane
C:::::::::::::: Center-Turn Lane
cc cc Class IIB Bike Lane
...._ Class IV Bike Lane
• • • • .,...- (separated)
Class IV Bike Lane
• • • • .. (parking-protected)
0•--=0=.0=-~-=0.=1 ===q~iles
Kimley>>> Horn
__l Bellwood Dr
Montagu _e E,xpwY ' I
ClydeAvjln
J J :=~" == oakwoOQ' o,.
f $
d* -~ __ ,,..
□
□
□
Q"
Mont ague b
EIS~h:T'Y Greeowoo
<:.;,.St .
i,,OodC1I
=======::; :==== Aldo Ave 0
Perry Ct
" ~
()
2 N
a,
[
31 City of
Santa Clara
:
: –
Corridor Concept B Two Lanes, Buffered and Parking Protected Bike Lanes, Center Turn Lane, Parking on Both Sides
This concept removes one travel lane in each direction to make room for Class 11B buffered bike lanes north of Montague Park and Class IV parking-protected, separated bike lanes south of the park. It also provides a center-turn lane throughout the corridor. See Figure 18 for a schematic of the alternative .
Figure 18 De La Cruz Boulevard Corridor Concept B
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
---~ Travel Lane
r-------------- Removed
----,......- Travel Lane
~ Center-Turn Lane
Class IIB Bike Lane
..._ Class IV Bike Lane
• • • • 'P"" (separated)
..._ Class IV Bike Lane
■ ■ ■ ■ 'P"" (parking-protected)
0 0.05 0 .1 0.2 .
•--==--~===•Miles
Kimley>>> Horn
Mo,Hague
Par-k
Golden Stale
g~ri!~!
=======::; :==== Aldo Ave c:,
Perry Ct
ct>
r
ll>
Q
C
N
ex,
[
32 City of
Santa Clara
:
: –
Corridor Concept C Four Lanes, Buffered Bike Lanes, Remove Parking On One Side
This concept removes parking on one side of the street to make room for Class 11B buffered bike lanes. See Figure 19 for a schematic of the alternative.
Figure 19 De La Cruz Boulevard Corridor Concept C
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
--11111•► Travel Lane
.--------J'-..- Removed
---,,,,,- Travel Lane
==~> Center-Turn Lane
Class IIB Bike Lane
...._ Class IV Bike Lane
• • • • .,... (separated)
Class IV Bike Lane
■ ■ ■ ■ ♦ (parking-protected
0 0 .05 0.1 0.2
•-~::::::11--===::i, Miles
Kimley>>> Horn
Montagu-e Expwy \
_l Bellwood Di
Clyde Av~· n · ·-=~H== J I ,- . oakwood D,-
l :; I \\ TT:
" : ~ <5'
Erre°.::~~~~~y r· {r G,.een>tJol' School I
I cqs
Mont ague 11 1*ood Cil
Pork I
Golden Stat ' /
~~ff!~~ ,' I
I
I
--=:;=====::; •:==== io - Aldo Ave
1 <0
, i;;-
1()
rn
I S!!
:~ PerryCt 1
I
I
=ll ! ff:
:::::::: 1 Laurelwood Rd
I
I
I
I
(
33 City of
Santa Clara
: /
: –
Corridor Concept D Four Lanes, Buffered and Protected Buffered Bikeways, Remove Parking
This concept removes parking on one side of the street to make room for Class 11B buffered bike lanes north of Montague Park and parking on both sides of the street to make room for Class IV separated bike lanes south of the park. See Figure 20 for a schematic of the alternative.
Figure 20 De La Cruz Boulevard Corridor Concept D
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
--~~ Travel Lane
r-------------- Removed
----,,...- Travel Lane
c:::::=::> Center-Turn Lane
i::i □ Class IIB Bike Lane
...._ Class IV Bike Lane
• • • • 'P'" (separated)
...._ Class IV Bike Lane
• • • • 'P'" (parking-protected
0 0.05 0.1 0.2 .
•--==--~===•Miles
Kimley>>> Horn
Montague £J<pWY \
__l Bellwood Dr
Clyde Avj 1n . 11
, =~--== oakwood D,.
lt=u' ht:
I ~ c:S'
E'i!~!~~~:y r· {r O,-eenVIOo'I:, School I
I .t<>s
Mo.,tague 11 ti,..Ood Ci!
Park I
I ,,
Go~i"t~\•te //
c oUege I/
II
II
II
--======::;· '·-==== .- Aldo Ave
• ' c:,
. •~ I l o,
, 10
I rn I 10:,
I•[
PerryCt I :
I
I
tll !ffr ====:::: 1 Laurelwood Rd
I
' I
I
\~
34 City of
Santa Clara
: –
4.2. Lick Mill Boulevard
No Build Option
This concept represents a "No Build" scenario and matches the existing configuration of Lick Mill Boulevard from Tasman Drive to Montague Expressway.
See Figure 21 for a schematic of existing conditions.
Figure 21 Lick Mill Boulevard No Build Option
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
--•► Travel Lane
,..........._._ Removed
~ Travel Lane
Class IIB Bike Lane
...._ Class IV Bike Lane
• • • • .,... (separated)
...._ Class IV Bike Lane
■ ■ ■ ■ .,... (parking-protected
Ag news Hi stori c
Park
o_-==o.=01_ 0-=.1=5===0·J iles
Kimley>>> Horn
Ulist ac Nahiral
A rec1
Live Oak
Park
"'oWay 7 ~'(;
~o{
Montague [xpwy
35 City of
Santa Clara
:
: –
Concept E Two Lanes, Buffered Bike Lanes, Parking on Both Sides This concept removes one travel lane in each direction to make room for Class 11B buffered bike lanes. See Figure 22 for a schematic of the alternative.
Figure 22 Lick Mill Boulevard Concept E
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
---•► Travel Lane
,.........._._. Removed
---,,....- Travel Lane
=~:> Center-Turn Lane
Class IIB Bike Lane
...._ Class IV Bike Lane
• • • • .,... (separated)
...._ Class IV Bike Lane
■ ■ ■ ■ .,... (parking-protected)
Agnews Historic
Park
0 0.07 0.15 0.3
- -===--===== Miles
Kimley>>> Horn
'1>(\~l
'l.'1>°',s,
u [
,;1\~m ~
Ulistac Natural
Area
I t1t~
\\I ~ ~
~ ~ arlyi_:__C'·
HopeDr ~~
<"
~'bi \
~''-"' ~
0'1>{ ~
&-· -::.:o-
¢¢¢
¢
Live Oak
Park
Montague Expwy
36 City of
Santa Clara
:
: –
Concept F Two Lanes, Parking Protected Bike Lanes
This concept removes one travel lane in each direction to make room for Class IV parking-protected bike lanes. See Figure 23 for a schematic of the alternative.
Figure 23 Lick Mill Boulevard Concept F
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
-~-► Travel Lane
.------J".... Removed
...____,,..., Travel Lane
c::==> Center-Turn Lane
cc Class IIB Bike Lane
..... Class IV Bike Lane
• • • • .,... (separated)
Class IV Bike Lane
• • • • • (parking-protected)
Ag news Histo ric
Park
0_■=0=·=01_0■=.1=5===0.~iles
Kimley>>> Horn
Ulistac Natura l
Arca
Montague Expwy
37 City of
Santa Clara
: /
( )
: –
Concept G Three Four Lanes, Protected and Buffered Bike Lanes, Remove Parking
This concept removes parking on both sides of the street to make room for Class IV separated bike lanes. Parking does not exist today on the east side of Lick Mill Boulevard, south of Laird Circle S , so this concept removes a northbound travel lane for this segment. See Figure 24 for a schematic of the alternative.
Figure 24 Lick Mill Boulevard Concept G
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
--•• Travel Lane
,-....--1'. Removed
....__,,..., Travel Lane
==;> Center-Turn Lane
Class IIB Bike Lane
...._ Class IV Bike Lane
• • • • ,..... (separated)
Class IV Bike Lane
• • • • • (parking-protected)
Ag news Historic
Park
o_-=o=. 0=■1 _ oc:.15===:::iOJ iles
Kimley>>> Horn
Montague Expwy
38 City of
Santa Clara
( )
: –
4.3. Scott Boulevard Between Arques Avenue and Martin
Avenue
No Build Option
This concept represents a "No Build" scenario and matches the existing configuration of Scott Boulevard from Arques Avenue City limit to Martin Avenue.
See Figure 25 for a schematic of existing conditions.
Figure 25 Scott Boulevard Between Arques Avenue and Martin Avenue No Build Option Legend
__ No Parking
Segment
- .... Travellane
.---------J',,. Narrowed
--------v' Travel Lane
=:::O Center-Turn Lane
□□□□ {> ClassllBike l ane
Class 11B Bike Lane
r------.,
.,
I ~
I ~
1! co
L------J.
Key Map
0 0.15 0 .3 0.6
- -===--====Miles
Kimley>>> Horn
- -
39 Walsh Ave
L--- ----.1
City of
Santa Clara
: /
: –
Concept H Four Five Lanes, Buffered Bike Lanes
This concept narrows travel lanes to improve the existing Class II bike lanes to Class 118 buffered bike lanes. See Figure 26 for a schematic of the alternative.
Figure 26 Scott Boulevard Between Arques Avenue and Martin Avenue Concept H - -
Legend Key Map
___ No Parking ~-~
Segment
-lllllllllj-~ Travel Lane
r-------J'--... Narrowed
---------,,...- Travel Lane
=,> Center-Turn Lane
0 0 0 0 C> Class II Bike Lane
Class IIB Bike Lane
,-------,
D DO
Ave
Q)
.~ ,,,
I ;;;
I i
cc
co .. ______ _.
o • - =o=.15=-•o=.3====:io~iles
Kimley>>> Horn 40
Walsh Ave
~ :
~ ~ I g I
I
I
- - - - J
City of
Santa Clara
: –
:
: –
4.4. Scott Boulevard Between Martin Avenue and Monroe
Street
No Build Option
This concept represents a "No Build" scenario and matches the existing configuration of Scott Boulevard from Martin Avenue to Monroe Street. See Figure 27 for a schematic of existing conditions.
Figure 27 Scott Boulevard Between Martin Avenue and Monroe Street No Build Option Legend
__ NoPar1<.ing
Segment
__ On-Street Parking
Segment
______ Removed Parking
Segment
----► Travel Lane
.---"- Removed
--V Travel Lane
e::::==~> Center-Turn Lane
DD D D <> Class II Bike Lane
,------ -----,
1 Martin Ave
! UlU ttti
I "1o/J ,.0
I @.St
Class IIB Bike Lane Cabrillo Ave
Concept I Four Lanes, Buffered Bike Lanes
This concept removes one travel lane in each direction to improve the existing Class II bike lanes to Class IIB buffered bike lanes. See Figure 28 for a schematic of the alternative.
Figure 28 Scott Boulevard Between Martin Avenue and Monroe Street Proposed Alternative I ..
Legend
___ No Parking
Segment
r----- -----,
Martin Ave
___ On-Street Parking 1
Segment ,11,□ iu U)::'.~00> m◊g~
______ Removed Parking
Segment
---► Travel Lane
,-1',... Removed ol/r.
----,,....- Travel Lane 0@ St
====::> een ter-Turnlane ._ ___________ ..i
□ o □ □ i!)> Class II Bike Lane
□□ □ Class 11B Bike Lane Cabrillo Ave
Kimley>>> Horn
41 City of
Santa Clara
: –
4.5. Scott Boulevard Between Monroe Street and
Saratoga Avenue
No Build Option
This concept represents a "No Build" scenario and matches the existing configuration of Scott Boulevard from Monroe Street to Saratoga Avenue. See Figure 29 for a schematic of existing conditions.
Figure 29 Scott Boulevard Between Monroe Street and Saratoga Avenue Legend
___ No Parking
Segment
__ On-Street Parking
Segment
______ Removed Parking
Segment
-....i•► Travel Lane
r--1'-.. Removed
.____,....,.. Travel Lane
Kimley>>> Horn
Martin Ave
42 No Build Option
City of
Santa Clara
:
: –
Concept J Four Lanes, Standard Bike Lanes, Remove Parking on One Side This concept removes parking on one side of the street to make room for Class II bike lanes. See Figure 30 for a schematic of the alternative.
Figure 30 Scott Boulevard Between Monroe Street and Saratoga Avenue Concept J Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
"C
> iii
Martin Ave
Segment
-...ij•~ Travel Lane r- - - - - - ~ - - - - - - - "
===;> Removed I 11?011 CfJ ,.0
Travel Lane I is> .St
c=;> center-Turnlane 1 =... 1~
□ □ □ □ {> Class II Bike Lane I J:
Class JIB Bike Lane ,:86 . ~
nlloAve ~ r
Menzel Pl ......JJ I
Key Map Royal Dr :
g ll _J~ War6vr
g y n ;s.nA-Je
,,?A~ 4L ~
1 El Camino Re\Jo\
Harrison St
JU
!...-:::-:
.....---
1--
1 ·--
·'==nl
JU g --,
I
: I
---JC-
\),0 \'l.0 ~C:: De ~v~ena
~ 0 ~•" Jt\'r \\~
"'< \\ \ & \\t
◊OZ}"' r
.,,_0
~
~ ,.9
0 0.1 0.2 Q 4 /!'
--===:ll--== ===~LM~ s - - - 0: - - - - - - - -
Kimley>>> Horn 43 City of
Santa Clara
:
: –
Concept K Two Lanes, Buffered Bike Lanes, Parking on Both Sides This concept removes one travel lane in each direction to make room for Class IIB buffered bike lanes. It also provides a new center-turn lane south of Homestead Road. See Figure 31 for a schematic of the alternative.
Figure 31 Scott Boulevard Between Monroe Street and Saratoga Avenue Concept K Legend
___ No Parking
Segment
___ On-Street Parking
Segment ~
______ Removed Parking 00
Martin Ave
Segment r _____ 16
---t-► Travellane - - - - - - - ,
~ Removed I '1?011 UJ
'"o Travel Lane I ~ St
===--=."> Center-Turn Lane 1 =.. ~
□□□□ (> Class II Bike lane I JI~ \
Class 11B Bike Lane s:.::;~~:~le ~L~
Key Map Royal Dr _J
a ll r Wa,o•~o,.,,
Kimley>>> Horn
.~,~ 4m_tlf i
I El Camino Rea\
F: ,_
i=
•==ru1
44 City of
Santa Clara
:
: –
Concept L Two Lanes, Buffered Bike Lanes, Standard Bike Lanes This concept removes a SB travel lane to make room for Class II bike lanes north of Homestead Road and removes one travel lane in each direction to make room for Class 11B buffered bike lanes south of Homestead Road. It also provides a new center-turn lane south of Homestead Road. See Figure 32 for a plan view of the alternative .
Figure 32 Scott Boulevard Between Monroe Street and Saratoga Avenue Concept L Legend
.,..,
~
it o 0.1 0.2 ct~ lf
--=====--= ====i._ ~s - - - <-o-:_ - - - - - - - -
Kimley>>> Horn 45 City of
Santa Clara
: /
: –
Concept M Two Three Lanes, Buffered Bike Lanes
This concept removes a SB travel lane and parking on one side of the street north of Harrison Street and removes one travel lane in each direction south of Harrison Street to make room for Class 11B buffered bike lanes. See Figure 33 for a plan view of the alternative .
Figure 33 Scott Boulevard Between Monroe Street and Saratoga Avenue Concept M ,.
Legend
___ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
"O
> ai
Martin Ave
Segment
---•► Travel lane r - - - - - 0 - - - - - - - .,
===:> Removed I A?o// u, ,.a
Travel Lane I ~ St
==:;:> center-Turnlane 1 ~,~
□□□□ C> ClassllBikelane I J i
Class 11B Bike Lane ,:::ilbrillo Ave ~~
Menzel Pl ,:=tJ I
Key Map Royal Dr j
, M _J~ w,,,,,
.. :,.~ ~ nt"
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- .:::::::::::11- c::::==:::::::::j LM~ s ___ ~~ _______ _ Kimley>>> Horn 46 City of
Santa Clara
De La Cruz Boulevard
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5. Evaluation Findings
Traffic Analysis Overview
A detailed traffic analysis was conducted for all project alternatives that include the removal of up to one travel lane in each direction on the study corridor. The analysis evaluated the With Project LOS for each study intersection against the same LOS thresholds noted above in Study Methodology section of this report .
Analysis results per corridor can be seen in Table 5 through Table 9. Vistro LOS worksheets for each intersection can be found in Appendix D.
Based on the analysis, 8 of 9 intersections will continue to operate acceptably during the AM peak hours no change from existing conditions and 8 of 9 will continue to operate acceptably during the PM peak hours no change from existing conditions. The average increase in delay was 1.1 seconds per intersection in the AM period and 0.7 seconds per intersection in the PM period.
For Lick Mill Boulevard, 14 of 16 intersections will continue to operate acceptably during the AM peak hours no change from existing conditions and 15 of 16 will continue to operate acceptably during the PM peak hours no change from existing conditions. The average increase in delay was 9.8 seconds per intersection in the AM period and 2.3 seconds per intersection in the PM period.
For Scott Boulevard, 20 of 21 intersections will continue to operate acceptably during the AM peak hours no change from existing conditions and 19 of 21 will continue to operate acceptably during the PM peak hours one more intersection operating acceptably than existing conditions . In the PM peak hour, Scott Boulevard Serra Avenue sees an improvement with the project due to the introduction of a center-turn lane in conjunction with the travel lane removal. The benefits for side street turning movements associated with the center-turn lane offset the reduced capacity on Scott Boulevard with the through lane removal, providing a net benefit to LOS at the intersection . No intersections that operate acceptably in No-Build conditions deteriorate below established LOS standards with the lane reduction.
Kimley>>> Horn 47 City of
Santa Clara
ll
De La Cruz Boulevard
%.
Lick Mill Boulevard
Scott Boulevard
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Parking Analysis
A parking analysis was completed for all project alternatives that include the removal of parking lanes or provision of parking-protected bike lanes. Using existing parking inventories and parking counts, parking diversion, or reallocation of cars parked on-street, was estimated for each corridor. Analysis results per corridor can be seen in Table 5 through Table 9 . Maps showing parking utilization for a time periods can be found in Appendix E.
While Concepts B, C, and Dall propose a reduction in parking, the estimated availability for all proposed concepts remains greater than 50 For each of the alternatives, all diverted cars have nearby, available side street parking to relocate to.
For Lick Mill Boulevard, Concept F has minimal impact on parking availability, and Concept G has a larger impact on availability. With Concept G, there is far more parking demand than available parking. Additionally, with this concept a total of 121 vehicles would not have nearby and available on-street parking to relocate to.
However, this includes 98 vehicles that are assumed to be associated with temporary construction parking. Besides the parking demand on the north side of the corridor, the additional vehicles that do not have nearby and available side street parking are located near Laird Circle . Even by excluding the demand for the temporary construction parking, there is more parking demand than available parking with Concept G.
For Scott Boulevard, Concept J and M propose a reduction in parking with Concept J having an estimated parking availability of 31 and Concept M having an estimated parking availability of 36 . In both concepts, it is estimated that 11 vehicles will not have a nearby, available side street location to relocate to. This is due to high parking utilization on side streets between Monroe Street and Warburton Avenue.
Travel Time Analysis
A travel time analysis was completed for all project alternatives that include the removal of up to one travel lane in each direction on the study corridor. With Project travel times are noted for each corridor in Table 5 through Table 9.
Kimley>>> Horn 48 City of
Santa Clara
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Table 5 De La Cruz Boulevard Analysis Summary Table
Collision Estimated Number of
Project Reduction Parking Deficient Corridor Estimated VMT Corridor Concept Potential Availabilitv1•2 Intersections Travel Time3 Reduction No Build O1:2tion NA 66 AM 1 5 Minutes NA PM 1 16 Seconds Corridor Conce1:2t A Two
Lanes, Buffered Bike Yes Same as No Build Same as No Build 5 Minutes and 9,782 miles Lanes, Center Turn Lane, 28 Seconds year
Parking on Both Sides
Corridor Conce1:2t B Two
Lanes, Buffered and 5 Minutes 9,782 miles Parking Protected Bike Yes 62 Same as No Build De La Cruz 28 Seconds year Boulevard Lanes, Center Turn Lane,
Parking on Both Sides
Corridor Conce1:2t C Four
Lanes, Buffered Bike Negligible 55 Same as No Build Same as No 9,782 miles Lanes, Remove Parking On Build year
One Side
Corridor Conce1:2t D Four
Lanes, Buffered and Negligible 51 Same as No Build Same as No 9,782 miles Protected Buffered Build year
Bikeways, Remove Parking
1 Reflects average parking availability total parking minus utilization for the peak parking hour during observations Weekdays, 10AM- 11AM
2 Includes parking availability of side streets within 500ft of the study corridor 3 Reflects change in delay at signalized intersections only. Additional travel time may occur with lane removal due to increased friction in remaining lane s .
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Table 6 Lick Mill Boulevard Analysis Summary Table
Collision Estimated Estimated
Reduction Parking Number of Deficient Corridor VMT
Segment Concept Potential Availabilitv1•2 Intersections Travel Time4 Reduction No Build Option NA 54 AM 2 6 Minutes NA PM 1 33 Seconds Concept E Two Lanes, Same as 6 Minutes 16,095 miles Buffered Bike Lanes, Parking Yes Same as No Build on Both Sides existing 36 Seconds year
Lick Mill Concept F Two Lanes, Yes 53 Same as No Build 6 Minutes 16,095 miles Boulevard Parking Protected Bike Lanes 36 Seconds year
No Parking
Concept G Three Four Lanes, Available 6 Minutes 16,095 miles Protected and Buffered Bike Yes 121 Cars with Same as No Build Lanes, Remove Parking No Available 34 Seconds year
Parking 3
1 Reflects average parking availability total parking minus utilization for the peak parking hour during observations Weekdays, 7AM-8AM 2 Includes parking availability of side streets within 500ft of the study corridor 3 A total of 121 cars would not have nearby and available on-street parking to relocate to, resulting in an availability of -80 . This includes 98 cars that are assumed to be associated with temporary construction parking . Excluding the cars associated with temporary construction, the estimated parking availability would be -5 . 4 Reflects change in delay at signalized intersections only. Additional travel time may occur with lane removal due to increased friction in remaining lane s .
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Table 7 Scott Boulevard Analysis Summary Table Arques Ave to Martin Ave Collision Estimated Number of
Reduction Parking Deficient Corridor
Segment Concept Potential Availability Intersections Travel Time NA NA NA 8 Minutes
No Build OQtion 50 Seconds Scott Boulevard
Arques Avenue to Concei;:2t H
Martin Avenue Four Five Lanes, Negligible NA NA Same as No Buffered Bike Lanes Build
Segment
Scott Boulevard
Martin Avenue to
Monroe Street
Kimley>>> Horn
Table 8 Scott Boulevard Analysis Summary Table Martin Ave to Monroe St Collision Estimated
Reduction Parking
Concept Potential Availability
No Build OQtion NA NA
Concei;:2t I Four
Lanes, Buffered Negligible NA
Bike Lanes
51 Number of
Deficient
Intersections
NA
NA
City of
Santa Clara
Corridor
Travel Time
1 Minute
43 Seconds
Same as No
Build
Estimated
VMT
Reduction
NA
Same as No
Build
Estimated
VMT
Reduction
NA
Same as No
Build
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Table 9 Scott Boulevard Analysis Summary Table Monroe St to Saratoga Ave Collision Estimated Number of Corridor Estimated
Reduction Parking Deficient Travel VMT
Segment Concept Potential Availability1•2 Intersections Time4 Reduction None 38 AM 1 4 Minutes No Build Option None PM 3 50 Seconds Concept J Four Lanes, Standard Bike Lanes, Negligible 31 3 Same as No Same as No 18,117
Remove Parking on One Side Build Build miles year
Scott Concept K Two Lanes, Buffered Bike Lanes, Yes Same as No AM 1 5 Minutes 18,117 Boulevard Parking on Both Sides Build PM 2 -1 18 Seconds miles year Monroe
Street to Concept L Two Lanes, Buffered Bike Lanes, Same as No Yes AM 1 5 Minutes 18,117 Saratoga Standard Bike Lanes Build PM 2 -1 16 Seconds miles year Avenue Concept M Two Three Lanes, Buffered Bike Yes 36 3 AM 1 5 Minutes 18,117 Lanes PM 2 -1 18 Seconds miles year
1 Reflects average parking availability total parking minus utilization for the peak parking hour during observations Weekends, 12AM-1AM 2 Includes parking availability of side streets within 500ft of the study corridor 3 A total of 11 cars would not have nearby and available on-street parking to relocate to. 4 Reflects change in delay at signalized intersections only. Additional travel time may occur with lane removal due to increased friction in remaining lane s .
Kimley>>> Horn 52 City of
Santa Clara
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6. Outreach Process and Results
Community engagement was a major component of advancing the Project and a variety of outreach strategies were used to seek input from stakeholders. Residents were provided with multiple opportunities to share feedback on the project, including corridor surveys, pop-up events, and community meetings . Project information, including how to share input, was distributed via the project webpage, road signs, and a mailer sent out to approximately 12,000 addresses near the three project corridors . To promote community meetings, the City of Santa Clara shared social media posts, e-newsletters, and flyers via various communication channels. The project team also reached out to five local schools near the corridors to raise awareness, with Don Callejon School, Montague Elementary School, and CW Haman Elementary School distributing project materials to their school networks. Digital copies of outreach collateral can be found in Appendix F.
6.1. In-Person Outreach Events
Outreach began with a virtual project kick-off meeting on November 14, 2024, via Zoom, to introduce the project and share potential road diet options there were 11 community members in attendance. Two pop-up events were then held at Santa Clara's Tree Lighting Ceremony and Farmers Market on December 6 and 7, 2024, to raise awareness of the corridor surveys and corridor-specific community meetings, reaching almost 100 community members. This phase of outreach concluded with the second and third community meetings for De La Cruz Lick Mill Boulevard and Scott Boulevard, respectively, which presented corridor-specific bike facility designs and corridor collision analyses. These hybrid meetings took place on December 10 and 11 via Zoom and in-person at City Hall there were 7 community members in attendance at the De La Cruz Lick Mill Boulevard meeting and 12 community members in attendance at the Scott Boulevard meeting .
Kimley>>> Horn 53 City of
Santa Clara
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Feedback from First Community Meeting
Community members expressed concerns about parking impacting bike facilities, including parked vehicles occupying the bike lane and a high volume of game-day parking around Lick Mill Blvd. There were also questions raised about changes to traffic flow, streamlined bike traffic to schools and parks, and the feasibility of intersection infrastructure improvements, including improving the crosswalk and Kimley>>> Horn 54 City of
Santa Clara
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modifying signalized intersections. Some community members were also curious about whether repaving would be included in the installation of new bike facilities, and there was a question about the City and Caltrans collaborating to improve the El Camino Real and Scott Boulevard intersection.
Feedback from Second and Third Community Meetings
Across all three project corridors, community members expressed concerns about proposed changes to parking availability, citing both commercial and residential needs for parking. Some community members were also worried about potential impacts to existing school pick-up and drop-off zones. There were several comments about including a floating parking lane, with the bicycle lane closest to the curb and parking in between the traffic and bicycle lanes.
Community members also had comments and questions about the impact of proposed bike facilities on reducing speeding and congestion, which included support for lane narrowing and travel lane removal. While some attendees expressed hesitation about parking removal, others were very supportive of the project and of City efforts to balance the needs of cyclists, motorists, and pedestrians.
Feedback from Farmer's Market Pop-Up
Key themes from feedback received during this pop-up included Protected Bike Lanes Many people advocated for physical barriers, such as poles or dividers, on De La Cruz Blvd to enhance cyclist safety.
Traffic Flow Concerns Residents questioned how removing a lane for bike infrastructure might impact side street traffic patterns.
Parking Availability Concerns were raised about reducing parking availability, particularly given the area's growing population.
Lick Mill Blvd Safety Participants expressed support for bike lanes on Lick Mill Blvd, emphasizing their potential to improve safety for both drivers and children .
Community Involvement On Jefferson St., the implementation of a bike lane without prior resident notification caused frustration . Suggestions included increasing transparency and engagement in future projects .
Road Sharing Education Several suggested initiatives to educate drivers and cyclists on safely sharing the road.
Kimley>>> Horn 55 City of
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Helmet Enforcement Participants highlighted the need for better enforcement of bicycle helmet laws.
San Tomas and Homestead Concerns On San Tomas, the bike lane's routing away from the mall raised concerns about the removal of trees and increased light pollution on nearby homes along Homestead Rd.
Feedback from Tree Lighting Ceremony
The project team gave out 35 project flyers and engaged with an estimated 50 people, encouraging them to attend the upcoming hybrid community meetings on December 10 and 11. Most community members were excited for the project and to take the surveys, with only a handful of community members expressing concern over parking or lane removal.
Figure 36 Tree Lighting Ceremony Project Booth
6.2. Project Voicemail and Email
Community members were able to share feedback by recording a voicemail or sending the project team an email a total of 2 voicemails and 27 emails were received, as of January 10th, 2024.
Kimley>>> Horn 56 City of
Santa Clara
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6.3. Online Survey Results
Three corridor surveys, one each for De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard, were administered to Santa Clara community members from December 5 to December 22, 2024. The surveys received 551 public responses 140 for the De La Cruz Boulevard survey, 180 for the Lick Mill Boulevard survey, and 231 for the Scott Boulevard survey. Each survey included a question allowing respondents to select their preferred alternative, including the no-build option, for each segment of the study area roadways. A map showing each of the corridor segments used in the survey can be found in Appendix G. Each survey included the same three demographic questions the first question asked for respondents' connection to the study area, the second question asked for what modes of travel respondents used, and the third question asked how often respondents biked along the roadway . The first two questions allowed respondents to select all options that applied. Complete survey data is available in the Appendix H.
De La Cruz Boulevard
There were 140 responses to the De La Cruz Boulevard survey. Respondents primarily travel through the corridor to a destination outside the study area 51 , live along or near the area 39 , and shop or visit recreational destinations in the study area 35 . Respondents also primarily drove alone 80 , carpooled with others 42 , and used bicycles or scooters 34 to travel along De La Cruz Boulevard.
For De La Cruz Boulevard, there was no clear consensus between parking removal or lane removal in order to provide bike lanes however, respondents overwhelmingly supported one of the two in order to add protected or buffered bike lanes. Throughout the corridor, approximately 80 of respondents preferred an alternative that provided a bike facility by removing parking or travel lanes, with the remainder preferring the No Build Option.
North of Montague Park, 44 of respondents preferred parking removal Concept C and D to create space for the bike lanes, while 35 of respondents preferred lane removal Concept A and B. Therefore, while there was a clear preference to add bike lanes 79 of respondents supported a Build alternative, there was not clear preference between removing travel lanes or removing a parking lane. Only 21 of respondents preferred the No Build Option.
Kimley>>> Horn 57 City of
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South of Montague Park, lane removal was slightly preferred Concept A and B received a total of 42 over parking removal Concept C and D received a total of 38 . Therefore, while there was a clear preference to add bike lanes 80 of respondents supported a Build alternative, there was not clear preference between removing travel lanes or removing a parking lane. Only 20 of respondents preferred No Build Existing Conditions. The separated bike lane options Concepts Band D received a total of 56 of the votes were much more supported than the buffered concepts Concepts A and C received a total of 24 of the votes .
In the open response section, respondents were concerned about traffic and parking lane reduction worsening congestion and accessibility. There were also some hesitations about the need for a bike lane along De La Cruz Boulevard, while others were supportive of bike lanes and advocating for more physical bike lane separation . In the southern section, some respondents said off-street parking lessens demand for street parking, but others wanted to preserve street parking for businesses.
Lick Mill Boulevard
There were 180 responses to the Lick Mill Boulevard survey. Respondents primarily live along or near the area 67 , shop or visit social or recreational destinations in the study area 43 , and travel through the corridor with a destination outside of the study area 42 . Respondents also primarily drove alone 77 , walked 49 , used bicycles or scooters 43 , and carpooled with others 41 .
For Lick Mill Boulevard, there was no clear consensus between parking removal or lane removal in order to provide bike lanes however, respondents overwhelmingly supported one of the two in order to add separated bike lanes.
Throughout the corridor, approximately 75 of respondents preferred an alternative that provided a bike facility by removing parking or travel lanes, with the remainder preferring the No Build Option.
North of Laird Circle South , approximately 50 preferred an alternative that preserved parking where it exists today Concepts E and F. Another 26 preferred removing parking to maintain the existing travel lanes Concept G . The remaining 24 preferred the No Build Option. Between the two alternatives that removed a Kimley>>> Horn 58 City of
Santa Clara
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travel lane and preserved parking, most preferred providing parking -protected instead of buffered bike lanes Concept F received 38 of the votes .
Preferences South of Laid Circle South were very similar to the northern segment. Approximately 49 preferred an alternative that preserved parking where it exists today Concepts E and F. Another 21 preferred removing parking to maintain the existing travel lanes Concept G. The remaining 30 preferred the No Build Option. Between the two alternatives that removed a travel lane and preserved parking, most preferred providing parking-protected instead of buffered bike lanes Concept F received 38 of the votes .
In the open response section, respondents had mixed opinions about each of the alternatives. Overall, they expressed concerns about removing parking, especially for those accessing Lick Mill Park and Ulistac Natural Area, and residents who rely on street parking. Other respondents expressed support for a parking -protected bike lane to reduce the risk of "dooring" and increasing visibility. Some do not believe that existing biking demand warrants the implementation of bike lanes, while others support buffered bike lanes and physically separated bike lanes to improve cyclist safety.
Scott Boulevard
There were 231 responses to the Scott Boulevard survey. Respondents primarily live along or near the area 66 , travel through the corridor with a destination outside of the study area 43 , and shop or visit social or recreational destinations in this study area 37 . Respondents also primarily drove alone 81 , used bicycles or scooters 42 , and carpooled with others 39 .
For Scott Boulevard North of Monroe Street, the Build alternative Concepts H and I - Buffered bike lanes with lane removal, or lane width reduction was the preferred concept, with more than 60 of the votes. The other option, the No Build Option, received less than 40 of the votes for each segment.
In the open response section, some respondents expressed concerns about congestion and traffic impacts, while others advocated for further bicycle lane protection like physical barriers. General sentiment appeared to call for safer roads for both cars and cyclists, which includes addressing speeding and traffic congestion .
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For the southern portion of Scott Boulevard from Monroe Street to Saratoga Avenue, there was no clear consensus between parking removal or lane removal in order to provide bike lanes however, respondents overwhelmingly supported one of the two in order to add buffered or protected bike lanes.
Throughout the corridor, approximately 70 of respondents preferred an alternative that provided a bike facility by removing parking or travel lanes, with the remainder preferring the No Build Option .
For the segment between Monroe Street and Harrison Street, respondents were approximately equally split between preserving parking on both sides Concepts K and L, 34 and providing additional travel lanes while preserving parking on one side Concepts J and M, 37 . The No Build Option received 29 of the vote. The Build alternative with the highest vote total was Concept K, with 28 of the vote.
For Scott Boulevard from Harrison Street to Homestead Road, Concepts Kand M which are the same for this portion of Scott Boulevard were the preferred concepts, with 43 of the votes. An additional 12 preferred Concept L, which also maintains parking on both sides, but with Class II bike lanes and three travel lanes.
Thus, a total of 55 of respondents preferred a configuration with bike lanes and parking preserved on both sides. The No Build Option received 28 of the vote.
The remaining 17 preferred keeping all of the travel lanes with Concept J.
For Scott Boulevard from Homestead Road to Saratoga Avenue, the vote was very similar. Concepts K, L, and M which are the same for this portion of Scott Boulevard, were the preferred concepts, with 54 of the votes. The No Build Option received 28 of the vote. The remaining 18 preferred keeping all of the travel lanes with Concept J.
In the open response section, respondents were concerned with maintaining existing parking, negative impacts of the alternatives on traffic flow, and negative effects on access to local businesses. In addition to the parking demand concern, respondents also expressed concerns about cyclist safety near busy traffic lanes and parked cars, including "dooring ."
Kimley>>> Horn 60 City of
Santa Clara
7. Recommendations and Conclusion
Final Report will include City Council approved preferred design concepts .
Kimley>>> Horn 61
Attachment 3
Current Roadway Characteristics for
De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard
De La Cruz Boulevard: De La Cruz Boulevard between Montague Expressway and W.
Trimble Road is a one-mile four-lane north-south roadway running parallel to Lafayette Street with a posted speed limit of 35 mph. The other existing roadway characteristics are noted in Table 1 below.
Table 1: De La Cruz Boulevard Existing Roadway Characteristics
Section along
De La Cruz
Boulevard
Roadway
Width
# of
Travel
Lanes
Two-Way Center
Turn Lane or
Median Island
Bicycle Lanes Parking
Montague
Expressway to W
Trimble Road
64 feet 4 No No Yes. Both
sides of
street
The northern portion of De La Cruz Boulevard between Montague Expressway and Montague Park is primarily fronted by residential, Montague Elementary School, and Montague Park. The southern section of De La Cruz Boulevard between Montague Park and W. Trimble Road is fronted by commercial and industrial uses.
Lick Mill Boulevard: Lick Mill Boulevard between Tasman Drive and Montague Expressway is a one-and-a-half mile four-lane north-south roadway running parallel with the Guadalupe River with a posted speed limit of 35 mph. The other existing roadway characteristics are noted in in Table 2 below:
Table 2: Lick Mill Boulevard Existing Roadway Characteristics
Section along Lick
Mill Boulevard
Roadway
Width
# of
Travel
Lanes
Two-Way Center
Turn Lane or
Median Island
Bicycle Lanes Parking
Tasman Drive to
Laird Circle
80 feet 4 Yes, 16-foot
landscaped
median island
No Yes. Both
sides of
street
Laird Circle to
Montague
Expressway
72 feet 4 Yes, 16-foot
landscaped
median island
No Yes.
Parking
(west-side
only
Adjacent land uses are predominantly residential, the Ulistac Natural Area, Lick Mill Park, and Don Callejon School.
Scott Boulevard: Scott Boulevard between the Arques Avenue and Saratoga Avenue is a four mile, four to six lane east-west and north-south roadway in central Santa Clara.
The posted speed limit is 40 mph from Arques Avenue to Monroe Avenue, and 35 mph from Monroe Avenue to Saratoga Avenue. The other existing roadway characteristics of Scott Boulevard are noted in Table 3 below.
Table 3: Scott Boulevard Existing Roadway Characteristics
Section along Scott
Boulevard
Roadway
Width
# of
Travel
Lanes
Two-Way Center
Turn Lane or
Median Island
Bicycle Lanes Parking
Arques Avenue to
Central Expressway
80 feet 4 Yes, 16-foot
landscaped
median island
Yes. 6-foot
striped lanes
and some
buffered
lanes
No
Central Expressway
to Martin Avenue
80 feet 5* Yes, 13-foot wide
two-way center
turn lane
Yes. 6-foot
striped lanes
No
Martin Avenue to
Monroe Street
78 feet 6 Yes, 2-foot median
island
Yes. 5-foot
striped lanes
No
Monroe Street to
Homestead Road
68-70 feet 4 Yes, 10-foot wide
two-way center
turn lane
No Yes. Both
sides of
street
Homestead Road to
Saratoga Avenue
64-feet 4 No No Yes. Both
sides of
street.
*On Scott Boulevard from Central Expressway to Martin Avenue, there are three northbound lanes and two southbound lanes.
The northern portion of Scott Boulevard between Arques Avenue and the existing Caltrain tracks is primarily fronted by commercial and office uses and is crossed by Central Expressway. Just south of the Scott Boulevard overpass over the Caltrain tracks, Scott Boulevard transitions to primarily residential uses, retail uses (i.e. Santa Clara Town Centre and El Camino Real corridor) and institutions such as Scott Lane Elementary School and the nearby City Hall campus. Additionally, the Santa Clara Valley Transportation Authority (VTA) operates bus service such as the 20, 53, and 59 bus lines and an ACE shuttle along portions of Scott Boulevard.
Attachment 4
Existing Roadway Conditions (Key Roadway Metrics) for
De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard
Safety
Collision data between 2018 and 2023 was reviewed and is summarized below.
De La Cruz Boulevard: There were 68 reported collisions during the timeframe.
Of the 68 collisions, 28 resulted in some level of injury or complaint of pain.
There were two pedestrian-involved collisions and two bicycle-involved collisions, each of which resulted in an injury.
Lick Mill Boulevard: There were 47 reported collisions during the timeframe. Of the 47 collisions, 13 resulted in some level of injury or complaint of pain. There were two bicycle-involved collisions, both of which resulted in an injury or complaint of pain.
Scott Boulevard: There were 231 reported collisions during the timeframe. Of the 231 collisions, 96 resulted in some level of injury or complaint of pain. There were seven pedestrian-involved collisions, six of which resulted in an injury or complaint of pain, and seven bicycle-involved collisions, each of which resulted in an injury.
Average Daily Traffic
Daily traffic counts were collected at nine locations across the three corridors for a 48- hour weekday period. The Average Daily Traffic (ADT) for each Study roadway is:
De La Cruz Boulevard ADT - 9,949 vehicles
Lick Mill Boulevard ADT - 9,753 vehicles
Scott Boulevard ADT - 15,757 vehicles.
Bicycle Counts
Bicycle counts were collected for each of the three corridors. Average bicycle count data for each roadway during the AM and PM peak hour periods is:
De La Cruz Boulevard - Three bicyclists per hour
Lick Mill Boulevard - Four bicyclists per hour
Scott Boulevard - Five bicyclists per hour
Vehicle Speeds
Speed data was collected at nine locations across the three corridors for a 48-hour weekday period. Vehicle speed data for each roadway is:
De La Cruz Boulevard – 40 mph (85th percentile speed*) Lick Mill Boulevard - 43 mph (85th percentile speed)
Scott Boulevard - 39 mph (85th percentile speed)
*85th percentile speeds is the speed at which 85 percent of all motorists travel at or below.
Traffic Operations
A traffic operations analysis was completed at 46 study intersections along De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard. The traffic analysis evaluated the current Level of Service (LOS) for each study intersection based on criteria established in the City’s Transportation Analysis Policy. Per City policy, intersections on City-owned streets should meet Level of Service D or better and per County policy intersections on County-owned and operated expressways should meet Level of Service E or better.
De La Cruz Boulevard: Based on the analysis, eight of nine De La Cruz Boulevard intersections operate acceptably under existing conditions during the AM and PM peak hours. The one intersection that currently does not meet the LOS standard is De La Cruz Boulevard and Laurelwood Avenue, a City-owned intersection.
Lick Mill Boulevard: Based on the analysis, 14 of 16 intersections operate acceptably under existing conditions during AM peak hours and 15 of 16 operate acceptably during PM peak hours. The intersections that currently do not meet the LOS standard in the AM period are Lick Mill Boulevard and East River Parkway, and Lick Mill Boulevard and Fitzpatrick Way. The intersection that does not meet the LOS standard in the PM period is Lick Mill Boulevard and East Tasman Drive. All three of these intersections are City-owned.
Scott Boulevard: Based on the analysis, 20 of 21 intersections operate acceptably under existing conditions during the AM peak hours and 18 of 21 operate acceptably during PM peak hours. The intersection that currently does not meet the LOS standard in the AM period is Scott Boulevard and Cabrillo Avenue. The intersections that do not meet the LOS standard in the PM period are Scott Boulevard and Cabrillo Avenue, Scott Boulevard and Harrison Street, and Scott Boulevard and Serra Avenue. All three of these intersections are City- owned.
Travel Time
A travel time analysis was completed to evaluate the time it takes to travel the entire length of each study corridor in a vehicle. Travel time data was averaged for both travel directions from 7 a.m. to 7 p.m. across typical weekdays (Tuesday, Wednesday, and Thursday) from September 1 to September 30, 2024, to capture traffic conditions during the school year.
De La Cruz Boulevard: The peak hour with the highest average travel time was 2 p.m. to 3 p.m. with an average travel time of five minutes and 16 seconds.
Lick Mill Boulevard: The peak hour with the highest average travel time was 6 p.m. to 7 p.m. with an average travel time of six minutes and 33 seconds.
Scott Boulevard: The peak hour with the highest average travel time was 5 p.m. to 6 p.m. with an average travel time of 15 minutes and 23 seconds.
Parking Analysis
A parking analysis was completed to determine parking occupancy along each of the three Study corridors, as well as adjacent side streets within 500-feet of each corridors.
Parking counts were collected on three consecutive weekdays (Tuesday through Thursday) on October 8, 9, and 10, 2024, and on Saturday, October 12, 2024. Data was collected in 30-minute periods from 7 a.m. to 7 p.m. and 11 p.m. to 2 a.m. and counts were also collected on all side streets within 500 feet of the three Study corridors.
Parking availability for each street (including side streets) is shown below.
De La Cruz Boulevard: The highest average occupancy was on weekdays from 10 a.m. to 11 a.m. Within the Project area, an average of 66 percent of parking spaces were available.
Lick Mill Boulevard: The highest average occupancy was on weekdays from 7 a.m. to 8 a.m. Within the Project area, an average of 54 percent of parking spaces were available. It should be noted that portions of Lick Mill Boulevard near Laird Circle and near Tasman Drive were observed to have parking availability less than 10 percent. The parking demand on Lick Mill Boulevard near Tasman Drive is expected to be temporary, as parking patterns (i.e. occupied mostly during the day and less demand on weekends) suggest that the parked cars are associated with temporary construction north of Lick Mill Boulevard.
Scott Boulevard: The highest average parking occupancy was on weekends from 12 a.m. to 1 a.m. Within the Project area, an average of 38 percent of parking spaces were available. It should be noted that portions of Scott Boulevard were observed to have parking availability less than 10 percent.
Attachment 5
De La Cruz Boulevard Potential Roadway Cross-Sections
(D1) Montague Expy to Montague Park
Existing Conditions - 64 ft Roadway Width
Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides This potential cross-section removes one travel lane in each direction, adds a two-way center turn lane and maintains parking on both sides. An eight-foot-wide buffered bicycle lane (Class IIB) is added to each side of the street, with five feet of bikeway and three feet of buffer, while maintaining parking along the curb.
This cross-section does not implement any improvements on De La Cruz Boulevard between Montague Expressway and Montague Park. There are four travel lanes (two in each direction), parking is maintained on both sides, and no new bicycle facilities are installed.
Sidewalk Parking lane Drive lane Drive lane Drive lane
•
i &ml
5' 3' 10' I 11'
Sidewalk Parking lane Drive lane Center turn lane Drive lane Drive lane Parking lane
·- ·
i
3'
Parking lane
5'
Sidewalk
1 0
. 1 I
5'
j Sidewalk j
Made
Made
Attachment 5
De La Cruz Boulevard Potential Roadway Cross-Sections
(D1) Montague Expy to Montague Park
Four Lanes, Buffered Bike Lanes, Remove Parking On One Side This potential cross-section maintains four travel lanes and removes parking on one side of the street. A seven-foot-wide buffered bicycle lane (Class IIB) is added to each side of the street, with five feet of bikeway and two feet of buffer. Based on overall parking inventory and adjacent uses, it is recommended that parking along the west side of the street be removed. Parking would be removed when the City moves forward with construction of this cross-section.
·- ·
5' 2' 5'
Sidewalk Drive lane Drive lane Drive lane Drive lane Parking lane Made Attachment 5
De La Cruz Boulevard Potential Roadway Cross-Sections
(D2) Montague Park to Trimble Rd
Existing Conditions - 64 ft Roadway Width
Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides This potential cross-section removes one travel lane in each direction, adds a two-way center turn lane and maintains parking on both sides. An eight-foot-wide buffered bicycle lane (Class IIB) is added to each side of the street, with five feet of bikeway and three feet of buffer, while maintaining parking along the curb.
This cross-section does not implement any improvements on De La Cruz Boulevard between Montague Park and Trimble Road. There are four travel lanes (two in each direction), parking is maintained on both sides, and no new bicycle facilities are installed.
5'
Sidewall<
5'
10'
ParKing lane
Sidewalk ParKlng lane
11'
Drive lane
3' 11'
Drive lane
11'
Drive lane
11'
Drive lane
•
SI.It
10'
Center turn lane
I 11'
Drive lane
11'
Drive lane
3'
10'
ParKing lane
5'
Sidewall< l
Parking lane Sidewalk Madev
Attachment 5
De La Cruz Boulevard Potential Roadway Cross-Sections
(D2) Montague Park to Trimble Rd
Four Lanes, Buffered Bike Lanes, Remove Parking on One Side This potential cross-section maintains four travel lanes and removes parking on one side of the street. A seven-foot-wide buffered bicycle lane (Class IIB) is added to each side of the street, with five feet of bikeway and two feet of buffer. Based on overall parking inventory, it is recommended that parking along the east side of the street be removed. Parking would be removed when the City moves forward with construction of this cross-section.
Two Lanes, Parking-Protected Bike Lanes, Center Turn Lane This potential cross-section removes one travel lane in each direction, adds a two-way center turn lane, and adds a parking protected bikeway on both sides of street. Parking is maintained on both sides of the street, and it is shifted towards the center of the street to act as a vertical separation between the bikeway and the vehicle travel lane. To increase visibility of cyclists, additional parking restrictions are recommended on both sides of the street next to driveways and intersections. fy
t
5' 8 '
Sidewalk Parking lane
Parking lane
5' 2'
11'
Drive lane
11'
Drive lane
.,.
10'
Center turn lane
10'
Drive lane
..
■
11'
Drive lane
10'
Drive lane
8'
Parking lane
11'
Drive lane
..
I
3' 5'
2' 5'
0 '
. •
5'
Sidewalk
5'
Sidewalk
Made~
Made\4l
Attachment 5
De La Cruz Boulevard Potential Roadway Cross-Sections
(D2) Montague Park to Trimble Rd
Four Lanes, Protected and Buffered Bikeways, Remove Parking on Both Sides This potential cross-section maintains four travel lanes, has no parking on both sides of the street and adds a protected and buffered (Class IV) bikeway on both sides of the street (with seven feet of bikeway and three feet of buffer with vertical roadway posts).
" •• 1 0
--
• ' •
I I
5' 7' 3' 11' 11' 11' 11' 3' 7' 5'
Sidewalk Bike lane Drive lane Drive lane Drive lane Drive lane Bike lane Sidewalk Made~ Santa Clara Bikeway Improvements
De La Cruz Blvd between Montague Expwy and W Trimble Rd Existing Conditions/No Build
Legend
____ No Parking
Segment
____ On-Street Parking
Segment
______ Removed Parking
Segment
--111111-► Travel Lane
c=====:> Removed Travel Lane
c====::::::)- Center-Turn Lane
□ □ □ □ (> Class 118 Bike Lane
....,. Class IV Bike Lane
• • • • .,.... (separated)
■ 11111 li!I
Class IV Bike Lane
(parking-protected)
0 0.05 0.1 0.2
--===- -========= Miles
Montague Exp~
Bellwood Or
ClydeAv~ Jn
..... •-=='='== oakwood{) ~ <lJ ■- ~
<lJ .:,,.
$ "{"
o' . <lJ
-3'§......___i---t tt ~
Montague ~{r G 0o
Elemen tar y r"'en•••o School "" , ,v•
Montague
Park
Golden State
Bapt ist
College
.t$-s-t,, . .
rvood C1~
-■■-----~ ----- Aldo Ave 0
Perry Ct
(l)
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Q)
(')
2 N
c:o
< 0..
ll tt
Laurelwo od Rd
City of
Santa Clara
Santa Clara Bikeway Improvements
De La Cruz Blvd between Montague Expwy and W Trimble Rd Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides Legend
____ No Parking
Segment
____ On-Street Parking
Segment
______ Removed Parking
Segment
--.. -~ Travel Lane
:::::=====:> Removed
Travel Lane
:::::=====:> Center-Turn Lane
□ □ □ □ ct> Class 118 Bike Lane
....,. Class IV Bike Lane
• • • • .,,... (separated)
.lb... Class IV Bike Lane
• 11 111 Iii .,,..- (parking-protected)
0 0 .05 0 .1 0.2
- -=:::::i- -=======:::::J Miles
Montague
Park
Golden Sta te
Bap tist
College
Bellwood Dr
·::.-:,-_-_-:.,-..:-
-----~ ~ A~oA~ 0
Perry Ct
ct>
r
Q)
()
2 N
co
< a..
Laurelwood Rd
City of
Santa Clara
Santa Clara Bikeway Improvements
De La Cruz Blvd between Montague Expwy and W Trimble Rd Two Lanes, Buffered and Parking Protected Bike Lanes, Center Turn Lane, Parking on Both Sides
Legend
____ No Parking
Segment
____ On-Street Parking
Segment
______ Removed Parking
Segment
--.. -~ Travel Lane
:::::=====:> Removed
Travel Lane
:::::=====:> Center-Turn Lane
□ □ □ □ (> Class 118 Bike Lane
.a..... Class IV Bike Lane
• • • • .,.... (separated)
■ 111111 Iii
Class IV Bike Lane
(parking-protected )
0 0.05 0.1 0.2
--=:::::i --===== ==:::::i Miles
Montague
Park
Golden State
Baptist
College
Bellwood Or
·::.:.-_-_-_--=-~----~ ~ A~oA~ 0
Perry Ct
(l)
r
Q)
(')
2 N
c:o
< 0..
City of
Santa Clara
Santa Clara Bikeway Improvements
De La Cruz Blvd between Montague Expwy and W Trimble Rd Four Lanes, Buffered Bike Lanes, Remove Parking On One Side Legend
____ No Parking
Segment
____ On-Street Parking
Segment
______ Removed Parking
Segment
--111111-► Travel Lane
r:::=====:> Removed Travel Lane
r:::=====:> Center-Turn Lane
□ □ □ □ (> Class 118 Bike Lane
.a..... Class IV Bike Lane
• • • • .,.... (separated)
.lb... Class IV Bike Lane
• 11 11 111 .,,...- (parking-protected)
0 0.05 0 .1 0.2
--===--========= Miles
Montague ExpWY I
__J Bellwood Or
Clyde Av~ Jn . '_-.;;;,-_..1 _.a. ----_-_-_ .... .. II oakwood 0 :,... <V I '/" Cb ;:,. I
$ ~ I
o' -~ I
!lli n1 4
Montague 1
1 ~{{N G 0o
Elementary reen•••o School ,.v•
Montague
Park
I ~0.s-
/ <"ti,Ood Ci{
I
I
I I Golden State I
Baptist /
College I
I
I
I
·======= -----""':' .- Aldo Ave
I O
I <t>
I:;;-
1 o I ...,
.~ ·~ 1< I o.
Perry Ct I
I
I
!U ! ttr ---.....; I, __ _
------ 1 Laurelwood Rd
I
I
I
I
I
\
City of
Santa Clara
Santa Clara Bikeway Improvements
De La Cruz Blvd between Montague Expwy and W Trimble Rd Four Lanes, Buffered and Protected/Buffered Bikeways, Remove Parking Legend
---- No Parking
Segment
---- On-Street Parking
Segment
------ Removed Parking
Segment
---•-~ Travel Lane
~ - :> Removed
Travel Lane
c====-1'..... v Center-Turn Lane
0 0 0 0 C> Class 118 Bike Lane
■ ■ ■ ■ .. Class IV Bike Lane
(separated)
■
111111
... Class IV Bike Lane
(parking-protected)
0 0.05 0.1 •- ===-11111::~====~o.2 Miles
Montague Exp~
Bellwood Or
Clyde Avj ) n II
;:.... (IJ 1 ::==~:=:====:. oakwood 0
*t ~ I 'I"
0 ~ . 11J I .::- I
fu: n1
Montague I ~{ ;-,,,,.. ......, <S
Elemen tar y I {' ' O School I G,,-<:> ,,,0o I env•
I ~Q~r
I *ood C\~ Montague
Park
,l
Gold en State /
Baptis t I
College I
I
I
I
------- ,I'·----------~= I 10
I 1<1> I 1r
I I~
I I""' I I~
I I o:i
I 1< I I o...
Perry Ct I I
Aldo Ave
I I
I I
lll !I ttr
1 I Laurelwood Rd
I I
I I
I I
I I
~~
City of
Santa Clara
Attachment 7
Lick Mill Boulevard Potential Roadway Cross-Sections
(L1) Tasman Dr to Laird Circle (S)
Existing Conditions/No Build – 80 foot Roadway Width
This cross-section does not implement any improvements on Lick Mill Boulevard between Tasman Drive and Laird Circle. There are four travel lanes (two in each direction), there is an existing 16-foot wide landscaped median island, parking is maintained on both sides, and no new bicycle facilities are installed.
Two Lanes, Buffered Bike Lanes, Landscaped Median Island, Parking on Both Sides This potential cross-section removes one travel lane in each direction, maintains the existing 16-foot wide landscaped median island and maintains parking on both sides. A ten-foot-wide buffered bicycle lane (Class IIB) is added to each side of the street, with seven feet of bikeway and three feet of buffer, while maintaining parking along the curb.
--
5' 8'
Sidewalk Parking lane
--- s
5' 8' 2'
Sidewalk Parking lane
---
13'
Drive lane
7'
Bike lane
I
3'
11'
Drive lane
---
11'
Drive lane
1'
16'
Planting strip
16'
Planting strip
1'
• •
11'
Drive lane
----• •
11'
Drive lane
• •
13'
Drive lane
I
3' 7'
s
2'
• •
8' 5'
Parking lane Sidewalk Made V\
---- I D
• •
•• '
8' 5'
Sidewalk l Made
Attachment 7
Lick Mill Boulevard Potential Roadway Cross-Sections
(L1) Tasman Dr to Laird Circle (S)
Two Lanes, Parking-Protected Bike Lanes, Landscaped Median Island This cross-section removes one travel lane in each direction, maintains the existing 16-foot wide landscaped median island, and adds a parking protected bikeway on both sides of street. Parking is maintained on both sides of the street, but it is shifted towards the center of the street to act as a vertical separation between the bikeway and the vehicle travel la ne. To increase visibility of cyclists, additional parking restrictions are recommended on both sides of the street next to driveways and intersections.
Four Lanes, Protected and Buffered Bike Lanes, Remove Parking on Both Sides This potential cross-section maintains four travel lanes, maintains the existing 16-wide landscaped median island, removes parking on both sides of the street and adds a protected and buffered (Class IV) bikeway on both sides of the street (with seven feet of bikeway and three feet of buffer with vertical roadway posts). " ..... -- .... ---· " I D
- - - -
•• ' lDl- lD1 - -5' 7' 6' 8' 11' 16' 11' 8' 6' 7' 5'
Sidewalk Blice lane Bollard Parking lane Drive lane Plant ing strip Drive lane Parking lane Bollard Bike lane Sidewalk Made " .... . .... . " 1 0
- - - -
• '
I
I I
5' 7' 3' 16' 11' 11' 3' 7' 5'
Sidewalk Bike lane Drive lane Drive lane Planting , strip Dri\/e lane Drive lane Bike lane Sidewalk Made~ Attachment 7
Lick Mill Boulevard Potential Roadway Cross-Sections
(L2) Laird Circle (S) to Montague Expy
Existing Conditions/No Build – 72 foot Roadway Width
This cross-section does not implement any improvements on Lick Mill Boulevard between Laird Circle to Montague Expressway. There are four travel lanes (two in each direction), there is an existing 16-foot wide landscaped median island, parking is maintained on the west side of the street, and no new bicycle facilities are installed.
Two Lanes, Buffered and Protected/Buffered Bike Lanes, Parking on One Side This potential cross-section removes one travel lane in each direction, maintains the existing 16-foot wide landscaped median island and maintains parking on the west side of the street. A nine-foot-wide buffered bicycle lane (Class IIB) is added to the west side of the street (with six feet of bikeway and three feet of buffer), and a protected and buffered (Class IV) bikeway is added to the other side of the street (with eight feet of bikeway and four feet of buffer with vertical roadway posts), while maintaining parking along the curb. 5' 8'
Sidewalk Parking lane
5'
Sidewalk Parking lane
13'
Drive lane
6'
Bike lane
3'
11'
Drfve lane
16'
Planting strip
16'
Planting strip
----• •
11'
Drive lane
----• •
----• •
12'
Drive lane
13'
Drive lane
,,
4'
----• •
8' 5'
Parking lane Sidewalk
0 • ' •
5'
Sidewalk
Made v.
Made~
Attachment 7
Lick Mill Boulevard Potential Roadway Cross-Sections
(L2) Laird Circle (S) to Montague Expy
Two Lanes, Protected/Buffered and Parking Protected Bikeways This potential cross-section removes one travel lane in each direction, maintains the existing 16-foot wide landscaped median island, adds a protected and buffered (Class IV) bikeway on one side of the street (with eight feet of bikeway and four feet of buffer with vertical roadway posts), and adds a parking protected bikeway on the other side of the street (eight feet of bikeway, four feet of buffer, and eight feet of parking).
The parking protected bikeway is achieved by maintaining parking on one side of the street and shifting the parking towards the center of the street to act as a vertical separation between the bikeway and the vehicle travel lane. To increase the visibility of cyclists on the parking protected portion of the roadway, additional parking restrictions are recommended on the west side of the roadway next to driveways and intersections.
5'
Sidewalk Bike lane Parking lane Dr1ve lane
16'
Planting strip
• •
5'
Bike lane Sidewalk Madev
Attachment 7
Lick Mill Boulevard Potential Roadway Cross-Sections
(L2) Laird Circle (S) to Montague Expy
Three Lanes, Protected/Buffered Bike Lanes, Remove Parking on West Side This concept maintains two travel lanes on southbound Lick Mill Boulevard, removes one travel lane on northbound Lick Mill Boulevard, removes parking on the west side of the street, and installs protected and buffered bike lanes on both sides of the street (seven feet of bikeway and three feet of buffer on the westside of Lick Mill Boulevard and eight feet of bikeway and four feet of buffer on the eastside). •
It ,, .... .... .~ . " 1 0
• • . 1 •
I ~
5' 7' 3' 11' 11' 16' 12' 4' 8' 5'
Sidewalk Drive lane Drive lane Planting strip Drive lane Bike lane Sidewalk Made~ Santa Clara Bikeway Improvements
Lick Mill Blvd between Tasman Dr and Montague Expwy
Existing Conditions/No Build
Legend
____ No Parking
Segment
---- On-Street Parking
Segment
------
Removed Parking
Segment
--... -► Travel Lane
r--....... Removed
c:::=:===:;,,,-- Travel Lane
c:::=:=:=:> Center-Turn Lane
□ □ □ □ (> Class 118 Bike Lane
.a..... Class IV Bike Lane
• • • • .,,... (separated)
Class IV Bike Lane
11 ■ 1111 11 ... (parking-protected)
Agnews Historic
Park
o•-==o=.0=-7-•0i::::.1==5======::Jo.Jiles
Hope Dr
Ulistac Natural
Area
Live Oak
Park
Montague Expwy
City of
Santa Clara
Santa Clara Bikeway Improvements
Lick Mill Blvd between Tasman Dr and Montague Expwy
Two Lanes, Buffered Bike Lanes, Parking on Both Sides
0 Legend
No Parking
Segment
On-Street Parking
Segment
------ Removed Parkin Segment g
---•-~ Travel Lane
>, Removed
Travel Lane
> Center-Turn La
□ □□□ ,.I'-,..,. ne v- Class 118 Bike Lane
■ ■ ■ ■ .. Class IV Bike Lane
(separated)
II II II II ... Class IV Bike La
(parking-protec~:d l
Agnews Histo • Park nc
ci
7'
~
m i
UckMill \ I,\
Park ~\
Hope Dr
Ulistac Natural
Area
~ ~ lyleC'
~
Montague E xpwy
City of
Santa Clara
Santa Clara Bikeway Improvements
Lick Mill Blvd between Tasman Dr and Montague Expwy
Two Lanes, Parking Protected Bike Lanes
Legend
____ No Parking
Segment
On-Street Parking ---- Segment
Removed Parking
------ Segment
-----► Travel Lane
r-........ Removed
c====v- Travel Lane
:::====> Center-Turn Lane
□ □ □ □ {> Class 11B Bike Lane
......._ Class IV Bike Lane
• • • •1 .,.....-(separated)
Class IV Bike Lane
■ ■ 11 ■ • (parking-protected)
Agnews Historic
Park
01111111-=o=.0=1-•o-=.15====0 .~iles
m !
Lick Mill
Park
Hope Dr --
Ulistac Natural
Area
_..,
1:
~
••
-::. ·o-
. ·~ Live Oak
Park
Montague Expwy
City of
Santa Clara
Santa Clara Bikeway Improvements
Lick Mill Blvd between Tasman Dr and Montague Expwy
Three/Four Lanes, Protected and Buffered Bike Lanes, Remove Parking Legend
____ No Parking
Segment
On-Street Parking ---- Segment
------
Removed Parking
Segment
--... -► Travel Lane
:::::== ==/'-....... Removed
✓ Travel Lane
::=====> Center-Turn Lane
□ □ □ □ (> Class 118 Bike Lane
.....,,. Class IV Bike Lane
• • • • .,,... (separated)
Class IV Bike Lane
■ 11 111 11 ... (parking-protected)
Agnews Historic
Park
o-■-=o=·=0=-7-0■:.1=5========:::iO.Jiles
Hope Dr
Ulistac Natural
Area
Montague Expwy
City of
Santa Clara
Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S1) Arques Ave to Central Expy
Existing Conditions/No Build - 80 foot Roadway Width
This cross-section does not implement any improvements on Scott Boulevard between Arques Avenue to Central Expressway. There are four travel lanes (two in each direction), there is an existing 16-foot wide landscaped median island, there is no parking on either side of the street, and there is an existing six-foot wide bike lane on both sides of the street.
Four Lanes, Buffered Bike Lanes
This potential cross-section maintains four travel lanes, narrows these travel lanes, maintains the 16-foot wide landscaped median island, and improves the existing six-foot wide bike lanes to ten- foot wide buffered bike lanes (Class IIB) with seven feet of bikeway and three fee of buffer. 6' 6'
Sldewalk: Bike lane
• 7' 3'
Bike lane
14'
Drive lane
11'
Dri11e lane
....
12'
Drive lane
11'
Drive lane
16'
Planling strip
16'
Planting strip
,·
6'
Drive lane Drive lane Bike lane Sidewalk Made
---- ---- • . I
• 11' 11' 3' 7' 6'
Drive lane Drive lane Bike lane Sidewalk
Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S2) Central Expy to Martin Ave
Existing Conditions/No Build - 80 foot Roadway Width
This cross-section does not implement any improvements on Scott Boulevard between Central Expressway and Martin Avenue. There are five travel lanes (two southbound and three northbound), there is an existing 13-foot wide two-way center turn lane, there is no parking on either side of the street, and there is an existing six-foot wide bike lane on both sides of the street.
Five Lanes, Buffered Bike Lanes
This potential cross-section maintains five travel lanes, narrows these travel lanes, narrows the existing 13-foot wide two-way center turn lane to ten feet, and improves the existing six-foot wide bike lanes to nine-foot wide buffered bike lanes (Class IIB) with six feet of bikeway and three fee of buffer. 6' 6'
Sidewalk Bike lane
6' 6'
Sidewalk Bil<e lane
3'
11'
Drive lane
11'
Drive lane
11'
Drive lane
10'
Drive lane
I
13'
Center tum lane
-10'
Center turn lane
11'
Drive lane
11'
Drive lane
11 '
Drive lane
3'
6' 6'
. •
Bike lane Sidewalk
6' 6'
Bll<e lane Sidewalk
Made~
Made"
Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S3) Martin Ave to Monroe St
Existing Conditions/No Build - 78 foot Roadway Width
This cross-section does not implement any improvements on Scott Boulevard between Martin Avenue and Monroe Street. There are six travel lanes (three in each direction), there is an existing two-foot wide median island, there is no parking on either side of the street, and there is an existing five-foot wide bike lane on both sides of the street.
Four Lanes, Upgrade to Buffered Bike Lanes
This potential cross-section removes one travel lane in each direction and upgrades the existing five-foot bike lanes to 12-foot wide buffered bike lanes with seven feet of bikeway and five feet of buffer. It is important to note that a majority of this portion of Scott Boulevard is part of the Scott Boulevard overpass over the existing Caltrain tracks and there are elevation changes along the roadway. 5' 5'
Sidewalk Bike lane
tr
5' 7'
Sidewalk Bike lane
11'
Drive lane
~
5'
Buffer
11'
Drive lane
...
12'
Drive lane
11'
Drive lane
12'
Drive lane
2'
s
2' 2'
s
2'
11'
Drive lane
....
12'
Drive lane
11 '
Drive lane
. ...
12'
Drive lane
11'
Drive lane
~
5'
Buffer
5' 5'
Bike lane Sidewalk Made lJ
1 0
•• '
7' 5'
Bike lane Sidewalk Made ~
Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S4) Monroe St to Harrison St
Existing Conditions/No Build - 68 foot Roadway Width
This cross-section does not implement any improvements on Scott Boulevard between Monroe Street and Harrison Street. There are four travel lanes (two in each direction), an existing ten-foot wide two-way center turn lane, parking on both sides of the street, and no new bicycle facilities are installed.
Four Lanes, Standard Bike Lanes, Remove Parking One Side This potential cross-section maintains four travel lanes, installs five-foot wide standard bike lanes (Class II) on both sides of the street, maintains the existing two-way center turn lane and removes parking on one side of the street. Based on overall parking inventory, it is recommended that parking along the east side of the street be removed in this option. Parking would be removed when the City moves forward with construction of this cross-section
i
. I
5' 8'
Sidewalk Parking lane
* .
I
5' 7'
Sidewalk Parking lane
5'
11'
Drive lane
10½'
Drive lane
10'
Drive lane
10'
Drive lane
10'
Center turn lane
10'
Drive lane
----
-10' 10'
Center turn lane Drive lane
11'
Drive lane
----
10½'
Drive lane
8' 5'
Parking lane Sidewalk
5' 5'
Sidewalk Made V!
Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S4) Monroe St to Harrison St
Two Lanes, Buffered Bike Lanes, Parking on Both Sides
This potential cross-section removes one travel lane in each direction, installs a ten-foot wide buffered bike lane on both sides of the street (seven feet of bikeway and three feet of buffer), maintains parking on both sides and maintains the existing two-way center turn lane.
Three Lanes, Standard Bike Lanes, Parking on Both Sides This potential cross-section removes one travel lane in southbound direction, maintains two travel lanes in the northbound direction, installs five-foot wide standard bike lanes (Class II) on both sides of the street, maintains parking on both sides, and maintains the existing two-way center turn lane. t
·.
I
5' 8' 7' 3'
Sidewalk Parking lane Bike lane
t
••
l
5'
Sidewalk Parking lane Drive lane
----
- I
11' 10' 11' 3'
Drive lane Center turn lane Drive lane
• •
-10'
Center turn lane
I 10'
Drive lane
11'
Drive lane
----
7' 8' 5'
Bike lane Parking lane Sidewa lk Madew
• •
6'
Parking lane Sidewalk Made~
Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S4) Monroe St to Harrison St
Three Lanes, Buffered Bike Lanes, Remove Parking One Side of the Street This potential cross-section removes one travel lane in southbound direction, maintains two travel lanes in the northbound direction, installs nine-foot wide buffered bike lanes (Class IIB) on both sides of the street (six feet of bikeway and three feet of buffer), removes parking on one side of the street, and maintains the existing two-way center turn lane. Based on overall parking inventory, it is recommended that parking along the east side of the street be removed in this option. Parking would be removed when the City moves forward with construction of this cross-section i
.
I
5'
[ Sidewalk
8'
Parking lane
6'
Bike lane
3' 11'
Drive lane
10'
Center turn lane
10'
Drive lane
11'
Drive lane
3' 6' 5'
Bike lane Sidewalk Made~
Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S5) Harrison St to Homestead Rd
Existing Conditions/No Build - 70 foot Roadway Width
This cross-section does not implement any improvements on Scott Boulevard between Harrison Street and Homestead Road. There are four travel lanes (two in each direction), there is an existing ten-foot wide two-way center turn lane, there is parking on both sides of the street, and no new bicycle facilities are installed.
Four Lanes, Standard Bike Lanes, Remove Parking on One Side This potential cross-section maintains four travel lanes, installs five-foot wide standard bike lanes (Class II) on both sides of the street, removes parking on one side of the street, and maintains the existing two- way center turn lane. Based on overall parking inventory, it is recommended that parking along the west side of the street be removed in this option. Parking would be removed when the City moves forward with construction of this cross-section .
5' 11'
Parking lane Drive lane Drive lane
Bike lane Drive lane Drive lane
----
-10'
Center tum lane
10'
Center turn lane 1
I 11 '
Drive lane
10'
Drive lane
---- -all - l g
. 1 •
11' 8' 5'
Drive lane Parking lane Sidewalk
■ ■
.. 1
5½' 7' 5' 11'
Drive lane Bike lane Parking lane Sidewalk
Made
Made ~
Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S5) Harrison St to Homestead Rd
Two Lanes, Buffered Bike Lanes, Parking on Both Sides
This potential cross-section removes one travel lane in each direction, installs a nine-foot wide buffered bike lane (with six feet of bikeway and three feet of buffer) on both sides of the street, maintains parking on both sides and maintains the existing two-way center turn lane.
Three Lanes, Standard Bike Lanes, Parking on Both Sides This potential cross-section removes one travel lane in southbound direction, maintains two travel lanes in the northbound direction, installs six-foot wide standard bike lanes (Class II) on both sides of the street, maintains parking on both sides, and maintains the existing two-way center turn lane. i .... ---~
·,
-I I 5' 8' 2' 6' 11' 10' 11' 3' 6' 8' 5'
Sidewalk Bike lane Drive lane Center turn lane Drive lane Bike lane Parking lane Made VI * ..... . .... . ...
• . I
-5' 10' 10' 11' 6' 8' 5'
Sidewalk Parking lane Bike lane Drive lane Center turn lane Drive lane Drive lane Bike lane Parking lane Sidewalk Made Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S6) Homestead Rd to Saratoga Ave
Existing Conditions/No Build - 64 foot Roadway Width
This cross-section does not implement any improvements on Scott Boulevard between Homestead Road and Saratoga Avenue. There are four travel lanes (two in each direction), there is no two-way center turn lane, there is parking on both sides of the street, and no new bicycle facilities are installed.
Four Lanes, Standard Bike Lanes, Remove Parking One Side This potential cross-section maintains four travel lanes, installs six-foot wide standard bike lanes (Class II) on both sides of the street, and removes parking on one side of the street. Based on overall parking inventory, it is recommended that parking along the west side of the street be removed in this option.
Parking would be removed when the City moves forward with construction of this cross-section. 5· B'
Sidewalk Parking lane
' I
5'
Sidewalk Bike lane
13'
Drive lane
Drive lane
11'
Drive lane
Drive lane
11'
Drive lane
Drive lane Drive lane
13'
Drive lane
Bike lane
B' 5·
Parking lane Sidewalk Made
5'
Parking lane Sidewalk Made
Attachment 9
Scott Boulevard Potential Roadway Cross-Sections
(S6) Homestead Rd to Saratoga Ave
Two Lanes, Buffered Bike Lanes, Parking on Both Sides
This proposed cross-section removes one travel lane in each direction, installs an eight-foot wide buffered bike lane (with five feet of bikeway and three feet of buffer) on both sides of the street, maintains parking on both sides and maintains the existing two-way center turn lane. 5' 8' 5' 3'
Sidewalk Parking lane
11'
Drive lane
10'
Center turn lane
11'
Drive lane
0 • ' •
3' 5' 8' 5'
Parking lane Sidewalk Made~
Santa Clara Bikeway Improvements
Scott Blvd between Arques Ave and Martin Ave
Existing Conditions/No Build
Lege-nd
___ No Parking
Segment
-----► Travel Lane
=====r-......_ Narrowed
V Travel Lane
c:::===> Center-Turn Lane
D DO D C> Class II Bike Lane
□ □ □ □ C> Class IIB Bike Lane
r - - - - - ,
<) □□□□
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Scott Blvd between Arques Ave and Martin Ave
Four/Five Lanes, Buffered Bike Lanes
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____ No Parking
Segment
-----► Travel Lane
====="'" Narrowed V Travel Lane
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Santa Clara Bikeway Improvements
Scott Blvd between Martin Ave and Monroe St
Existing Conditions/No Build
Legend
____ No Parking
Segment
____ On-Street Parking
Segment
______ Removed Parking
Segment
--.. -► Travel Lane
:::::===:::I'-...... Removed
✓ Travel Lane
:=:=== ::::::> Center-Turn Lane
o o o o ~ Class II Bike Lane
□ □ □ □ ~ Class IIB Bike Lane
L__ _________ __J
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Santa Clara Bikeway Improvements
Scott Blvd between Martin Ave and Monroe St
Four Lanes, Buffered Bike Lanes
Legend
____ No Parking
Segment
____ On-Street Parking
Segment
______ Removed Parking
Segment
I" - - - - -
--.. -► Travel Lane
:::::== =:::I'-...... Removed
✓ Travel Lane
:=:=== :::::> Center-Turn Lane
o o o o ~ Class II Bike Lane
□ □ □ □ ~ Class IIB Bike Lane
Key Map
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Scott Blvd between Monroe St and Saratoga Ave
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--==:::::11--=============1Miles
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City of
Santa Clara
Santa Clara Bikeway Improvements
Scott Blvd between Monroe St and Saratoga Ave
Four Lanes, Standard Bike Lanes, Remove Parking on One Side Legend
____ No Parking
Segment
____ On-Street Parking
Segment
______ Removed Parking
Segment
-----► Travel Lane r - - - -
c:====f'..--.... Removed 1110
1),,.0
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-------,
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~--V-----~ •6rillo Ave ,-!'-
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0 0.1 0.2 Q.4
-~=====---========= :::::::i Miles
L - -
City of
Santa Clara
Santa Clara Bikeway Improvements
Scott Blvd between Monroe St and Saratoga Ave
Two Lanes, Buffered Bike Lanes, Parking on Both Sides
Legend
____ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
-----► Travel Lane
c=====r--...... Removed
V Travel Lane
c==== => Center-Turn Lane
o o o o ~ Class II Bike Lane
□ □ □ □ ~ Class IIB Bike Lane
Key Map
"O
> iii ....,
0 (/)
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-------,
: =-11
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0 0.1 0.2 Q.4
-~=====---========= :::::::i Miles
L - -
City of
Santa Clara
Santa Clara Bikeway Improvements
Scott Blvd between Monroe St and Saratoga Ave
Two Lanes, Buffered Bike Lanes, Standard Bike Lanes
Legend
____ No Parking
Segment
____ On-Street Parking
Segment
______ Removed Parking
Segment
-----► Travel Lane
c=== = =r--...... Removed
V Travel Lane
c==== => Center-Turn Lane
o o o o ~ Class II Bike Lane
□ □ □ ~ Class IIB Bike Lane
Key Map
"O
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0 (/)
: =--11
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Martin Ave
-------,
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0 !~-.....-." tt½g'ton A-.Je
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El Camino Re-o\
0 0 .1 0.2 ().4
--====---=========::::::i Miles
L - -
City of
Santa Clara
Santa Clara Bikeway Improvements
Scott Blvd between Monroe St and Saratoga Ave
Two/Three Lanes, Buffered Bike Lanes
Legend
____ No Parking
Segment
___ On-Street Parking
Segment
______ Removed Parking
Segment
-----► Travel Lane r - - - -
c:====r--....... Removed 11101J,-O v Travel Lane 0 St
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-------,
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o o □ □ 0> Class II Bike Lane : 1:~
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~ -------- ~ •6rillo Ave ~ ,- •-=--
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1 Attachment 11 - De La Cruz Boulevard Analysis Summary Table Project
Corridor Concept
Collision
Reduction
Potential
Estimated Parking
Availability1,2
Number of Deficient
Intersections
Corridor Travel
Time3
Estimated VMT
Reduction
De La Cruz
Boulevard
Existing Conditions / No Build
Option N/A 66% AM: 1
PM: 1
5 Minutes
16 Seconds N/A
Two Lanes, Buffered Bike
Lanes, Center Turn Lane,
Parking on Both Sides Yes 66% AM: 1
PM: 1
5 Minutes and
28 Seconds
9,782 miles/
year
Two Lanes, Buffered and
Parking Protected Bike
Lanes, Center Turn Lane,
Parking on Both Sides
Yes 62% AM: 1
PM: 1
5 Minutes
28 Seconds 9,782 miles/ year
Four Lanes, Buffered Bike
Lanes, Remove Parking On
One Side
Negligible 55% AM: 1
PM: 1
5 Minutes
16 Seconds 9,782 miles/ year
Four Lanes, Buffered and
Protected/Buffered Bikeways,
Remove Parking Negligible 51% AM: 1
PM: 1
5 Minutes
16 Seconds 9,782 miles/ year
1 Reflects average parking availability (total parking minus utilization) for the peak parking hour during observations: Weekdays, 10AM -11AM 2 Includes parking availability of side streets within 500ft of the study corridor 3 Reflects change in delay at signalized intersections only. Additional travel time may occur with lane removal due to increas ed friction in remaining lane(s).
Kimley>>> Horn
2 Attachment 12 - Lick Mill Boulevard Analysis Summary Table Segment Concept
Collision
Reduction
Potential
Estimated
Parking
Availability1,2
Number of Deficient
Intersections
Corridor Travel
Time4
Estimated VMT
Reduction
Lick Mill
Boulevard
Existing Conditions/ No Build
Option N/A 54% AM: 2
PM: 1
6 Minutes
33 Seconds N/A
Two Lanes, Buffered Bike Lanes,
Parking on Both Sides Yes 54% AM: 2
PM: 1
6 Minutes
36 Seconds
16,095 miles/
year
Two Lanes, Parking Protected
Bike Lanes Yes 53% AM: 2
PM: 1
6 Minutes
36 Seconds
16,095 miles/
year
Three/Four Lanes, Protected and
Buffered Bike Lanes, Remove
Parking
Yes
No Parking
Available
(121 Cars with No
Available
Parking)3
AM: 2
PM: 1
6 Minutes
34 Seconds
16,095 miles/
year
1 Reflects average parking availability (total parking minus utilization) for the peak parking hour during observations: Weekdays, 7AM -8AM 2 Includes parking availability of side streets within 500ft of the study corridor 3 A total of 121 cars would not have nearby and available on-street parking to relocate to, resulting in an availability of -80%. This includes 98 cars that are assumed to be associated with temporary construction parking. Excluding the cars associated with temporary construction, the estimated parking availability would be -5%.
4 Reflects change in delay at signalized intersections only. Additional travel time may occur with lane removal due to increased friction in remaining lane (s).
Kimley>>> Horn
3 Attachment 13
Scott Boulevard Analysis S ummary Table ( Arques Ave to Martin Ave) Segment Concept
Collision
Reduction
Potential
Estimated Parking
Availability
Number of Deficient
Intersections
Corridor Travel
Time
Estimated VMT
Reduction
Scott Boulevard
(Arques Avenue to
Martin Avenue)
Existing Conditions/ No
Build Option N/A N/A* N/A** 8 Minutes
50 Seconds N/A
Four/Five Lanes,
Buffered Bike Lanes Negli gible N/A* N/A** 8 Minu tes
50 Seconds Negligible
Scott Boulevard Analysis Summary Table (Martin Ave to Monroe St) Segment Concept
Collision
Reduction
Potential
Estimated Parking
Availability
Number of Deficient
Intersections
Corridor Travel
Time
Estimated VMT
Reduction
Scott Boulevard
(Martin Avenue to
Monroe Street)
Existing / No Build
Option N/A N/A* AM: 0
PM: 0
1 Minute
43 Seconds N/A
Four Lanes, Buffered
Bike Lanes Negligible N/A* AM: 0
PM: 0
1 Minute
43 Seconds Negligible
* There is no existing parking along this portion of Scott Blvd. ** Intersection LOS analysis was not performed as this portion of Scott did not study removing travel lanes Kimley>>> Horn
4 Scott Boulevard Analysis Summary Table (Monroe St to Saratoga Ave) Segment Concept
Collision
Reduction
Potential
Estimated
Parking
Availability1,2
Number of
Deficient
Intersections
Corridor
Travel Time4
Estimated
VMT
Reduction
Scott Boulevard
(Monroe Street
to Saratoga
Avenue)
Existing Conditions/ No Build Option None 38% AM: 1
PM: 3
4 Minutes
50 Seconds None
Four Lanes, Standard Bike Lanes, Remove Parking on
One Side Negligible 31%3 AM: 1
PM: 3
4 Minutes
50 Seconds
18,117
miles/year
Two Lanes, Buffered Bike Lanes, Parking on Both Sides Yes 38% AM: 1 PM: 2 (-1)
5 Minutes
18 Seconds
18,117
miles/year
Two Lanes, Buffered Bike Lanes, Standard Bike Lanes Yes 38%
AM: 1
PM: 2 (-1)
5 Minutes
16 Seconds
18,117
miles/ year
Two/Three Lanes, Buffered Bike Lanes Yes 36%3 AM: 1
PM: 2 (-1)
5 Minutes
18 Seconds
18,117
miles/year
1 Reflects average parking availability (total parking minus utilization) for the peak parking hour during observations: Weekends, 12AM -1AM 2 Includes parking availability of side streets within 500ft of the study corridor 3 A total of 11 cars would not have nearby and available on -street parking to relocate to. 4 Reflects change in delay at signalized intersections only. Additional travel time may occur with lane removal due to increased friction in remaining lane (s) Kimley>>> Horn
Attachment 14. Overall Potential Benefits Summary
Table 1. Benefits Summary
Install Striped Bike Lane Install Physically
Separated Bike Lane
No Build Remove
Parking
Remove
Travel
Lane(s)
Remove
Parking
Remove
Travel
Lane(s)
Yes No Yes No Yes No Yes No Yes No
Benefits for Bicyclists
Adds a bicycle facility
Provides physical separation between
traffic and bicyclists
Encourages bicyclists to not ride on
sidewalks
Provides consistent clear visibility of
bicyclists
Allows bicyclists to maneuver around
debris
Allows bicyclists to make mid-block turns Benefits for Drivers
Maximizes roadway and intersection
capacity
Potential to significantly reduce vehicle
collisions
Potential to add a new turn lane for safer
turning maneuvers
Benefits for Community and
Residents
Reduces VMT
Maintains most of the existing on-street
parking capacity
Encourages slower automobile speeds
Incorporates traffic calming measures Does not increase pedestrian mid-block
crossing demand
Maintains existing residential trash
collection plan
Allows residents to participate in Annual
Cleanup Campaign
Does not require construction funding
Resolution/Accepting the City of Santa Clara De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study Page 1 of 3
Rev: 07/17/2024
RESOLUTION NO. _____
A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA
ACCEPTING THE CITY OF SANTA CLARA DE LA CRUZ
BOULEVARD, LICK MILL BOULEVARD, AND SCOTT
BOULEVARD BIKEWAY PLANNING STUDY
WHEREAS in 2022, the City was allocated federal funding from the Community Project Funding/Congressionally Directed Spending (CPFCDS) program totaling $2,725,000 to analyze, design, and construct bicycle improvements on De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard;
WHEREAS, using part of such federal funding, in September 2024, the City Council approved retaining Kimley-Horn and Associates, Inc. to assist with development of the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study (“Study”); WHEREAS, the development of the Study was a collaborative effort involving the public, various stakeholders, and the Santa Clara Bicycle and Pedestrian Advisory Committee; 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 three community meetings, two pop-up events, one City Council study session, City Council briefings, separate online surveys for each project corridor, social media, street signs posted along the corridor, mailed notices, a project website, a project email address, and a project phone number; 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 January 27, 2025 meeting, the Santa Clara Bicycle and Pedestrian Advisory Committee recommended City Council approve the Study; and, WHEREAS, the acceptance of the Plan is exempt from California Environmental Quality Act
Resolution/Accepting the City of Santa Clara De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study Page 2 of 3
Rev: 07/17/2024
(CEQA) review pursuant to Sections 15378(a) and 15301(c) of the California Code of Regulations.
NOW THEREFORE, BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. The City of Santa Clara hereby accepts the De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study as attached and referenced herein.
2. The City of Santa Clara hereby approves the roadway corridor concept entitled “Two Lanes, Buffered and Parking Protected Bike Lanes, Center Turn Lane, Parking on Both Sides” as the preferred concept for De La Cruz Boulevard between Montague Expressway and West Trimble Road.
3. The City of Santa Clara hereby approves the roadway corridor concept entitled “Two Lanes, Buffered Bike Lanes, Parking on Both Sides” as the preferred concept for Lick Mill Boulevard between Tasman Drive and Montague Expressway.
4. The City of Santa Clara hereby approves the roadway corridor concept entitled “Four/Five Lanes, Buffered Bike Lanes” as the preferred concept for Scott Boulevard between Arques Avenue and Martin Avenue.
5. The City of Santa Clara hereby approves the roadway corridor concept entitled “Four Lanes, Buffered Bike Lanes” as the preferred concept for Scott Boulevard between Martin Avenue and Monroe Street.
6. The City of Santa Clara hereby approves the roadway corridor concept entitled “Two Lanes, Buffered Bike Lanes, Parking on Both Sides” as the preferred concept for Scott Boulevard between Monroe Street and Saratoga Avenue.
7. Effective date. This resolution shall become effective immediately.
I HEREBY CERTIFY THE FOREGOING TO BE A TRUE COPY OF A RESOLUTION PASSED
AND ADOPTED BY THE CITY OF SANTA CLARA, CALIFORNIA, AT A REGULAR MEETING THEREOF HELD ON THE ___ DAY OF _________, 2025, BY THE FOLLOWING VOTE:
Resolution/Accepting the City of Santa Clara De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study Page 3 of 3
Rev: 07/17/2024
AYES: COUNCILORS:
NOES: COUNCILORS:
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
ATTEST: ______________________________
NORA PIMENTEL, MMC
ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Attachments incorporated by reference:
1. De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard Bikeway Planning Study
Resolution Establishing No Parking Zones as Necessary on De La Cruz Boulevard between Montague Expressway and West Trimble Road, Lick Mill Boulevard between Tasman Drive and Montague Expressway, and Scott Boulevard between Monroe Street and Saratoga Avenue Page 1 of 2
Rev: 11/22/17
RESOLUTION NO. _____
A RESOLUTION OF THE CITY OF SANTA CLARA, CALIFORNIA,
ESTABLISHING NO PARKING ZONES AS NECESSARY ON DE
LA CRUZ BOULEVARD BETWEEN MONTAGUE EXPRESSWAY
AND WEST TRIMBLE ROAD, LICK MILL BOULEVARD BETWEEN
TASMAN DRIVE AND MONTAGUE EXPRESSWAY, AND SCOTT
BOULEVARD BETWEEN MONROE STREET AND SARATOGA
AVENUE
WHEREAS, the City of Santa Clara Bicycle Plan Update 2018 was approved and adopted by the Council on September 24, 2019 under Resolution No. 19-8761; WHEREAS, Class II Bicycle Lanes and Class IV Separated Bicycle Lanes on De La Cruz Boulevard, Class IV Separated Bicycle Lanes on Lick Mill Boulevard, and Class IIB Buffered Bicycle Lanes and Class II Bicycle Lanes on Scott Boulevard were recommendations within the adopted Bicycle Plan Update 2018;
WHEREAS, the City established certain parking regulations on De La Cruz Boulevard between Montague Expressway and West Trimble Road, Lick Mill Boulevard between Tasman Drive and Montague Expressway, and Scott Boulevard between Monroe Street and Saratoga Avenue; WHEREAS, Public Works staff determined that a modification to the existing parking regulations is necessary to accommodate the proposed bicycle facilities on De La Cruz Boulevard, Lick Mill Boulevard, and Scott Boulevard; and
WHEREAS, the City intends to establish new parking regulations on De La Cruz Boulevard between Montague Expressway and West Trimble Road, Lick Mill Boulevard between Tasman Drive and Montague Expressway, and Scott Boulevard between Monroe Street and Saratoga Avenue based on City Public Works staff findings;
NOW THEREFORE BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:
1. The City Manager, or designee, is authorized to establish no parking zones as necessary on De La Cruz Boulevard between Montague Expressway and West Trimble Road, Lick Mill Boulevard between Tasman Drive and Montague Expressway, and Scott Boulevard between Resolution Establishing No Parking Zones as Necessary on De La Cruz Boulevard between Montague Expressway and West Trimble Road, Lick Mill Boulevard between Tasman Drive and Montague Expressway, and Scott Boulevard between Monroe Street and Saratoga Avenue Page 2 of 2
Rev: 11/22/17
Monroe Street and Saratoga Avenue as needed to implement the Council approved roadway corridor concept.
2. Condition Precedent. The authority granted under this Resolution is conditioned on and subject to the City Council’s approval of a capital project to construct bicycle facilities on De La Cruz Boulevard between Montague Expressway and West Trimble Road, Lick Mill Boulevard between Tasman Drive and Montague Expressway, and Scott Boulevard between Monroe Street and Saratoga Avenue.
3. Effective date. This resolution shall become effective immediately.
I HEREBY CERTIFY THE FOREGOING TO BE A TRUE COPY OF A RESOLUTION PASSED
AND ADOPTED BY THE CITY OF SANTA CLARA, CALIFORNIA, AT A REGULAR MEETING THEREOF HELD ON THE ___ DAY OF _________, 2025, BY THE FOLLOWING VOTE:
AYES: COUNCILORS:
NOES: COUNCILORS:
ABSENT: COUNCILORS:
ABSTAINED: COUNCILORS:
ATTEST: ______________________________
NORA PIMENTEL, MMC
ASSISTANT CITY CLERK
CITY OF SANTA CLARA
Attachments incorporated by reference:
None