Hollenbeck
Bike Lane
Study
Draft Report | November 2025
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Attachment 2
T ABLE OF
CONTENTS
Appendix A
Document Review
Appendix B
Data Collection and Analysis Memorandum
Appendix C
Community Outreach
Appendix D
Options Analysis
This report has been designed using resources from Flaticon.com 03 INTRODUCTION &
BACKGROUND
08 EXISTING
CONDITIONS
17 COMMUNITY
OUTREACH
21 OPTIONS
Attachment 2
HOLLENBECK BIKE LANE STUDY | 3
Chapter 1
Introduction
& Background
Hollenbeck Avenue between Alberta Avenue and
Danforth Drive in the City of Sunnyvale does not
have a dedicated bicycle facility. The purpose of the
study is to assess the feasibility of implementing bike lanes within the existing right-of-way to enhance
multimodal connectivity and improve access to key
community destinations.
Attachment 2
4 | HOLLENBECK BIKE LANE STUDY
STUDY OVERVIEW
Hollenbeck Avenue between Alberta Avenue
and Danforth Drive in the City of Sunnyvale
does not have a dedicated bicycle facility.
The purpose of the study is to assess
the feasibility of implementing
bike lanes within the existing right-
of-way to enhance multimodal
connectivity and improve access to
key community destinations.
This study commenced in April 2024, to
analyze the current vehicle and bicycle
circulation and parking usage in the area and
to evaluate the potential implementation of
bike lanes. As part of this study, extensive
outreach to local residents and stakeholders
was conducted, including small group
interviews with neighboring institutions, two
community meetings, an online survey, three
Bicycle and Pedestrian Commission (BPAC)
meetings, and one study session with the City
Council. This community outreach helped
guide the development and evaluation of
potential options for this corridor. The study
also analyzed multiple years of collision data, as
well as multiple weekdays and weekend days
of average daily traffic (ADT) counts, bicycle
counts, and parking counts. Results from the
data analysis are summarized in this Report
with full memoranda and methodologies
included as Appendices.
The City Council will consider the design
options and decide on the best path forward
given the collected community input and
analysis findings.
STUDY BACKGROUND
This study was initiated through the
City’s Study Issue process following a
recommendation from the Bicycle and
Pedestrian Advisory Commission (BPAC). It
was ranked and approved by the City Council
in 2023 and subsequently funded as part of the
FY 2023/24 Budget.
Church
Resurrection
School
Commercial
Area
Church
Challenger
School
Raquet
Club
Commercial
Area
Cumberland
Elementary
School
El Camino Real
Hollenbeck Ave
Cascade Dr
W Fremont Ave
W Remington Dr
W Knickerbocker Dr
Alberta Ave
S Mathilda Ave
E Homestead Rd
Sheraton Dr
Ontario Dr
Cheyenne Dr
Harvard Ave
Kennewick Dr
Torrington Dr
The Dalles Ave
Danforth Dr
Las Palmas
Park
Serra
Park
Sunnyvale
Study Corridor
Parks
School
Figure 1: Project Limits
Attachment 2
HOLLENBECK BIKE LANE STUDY | 5
Figure 2: Sunnyvale Complete Bikeway Network;
Source: Sunnyvale Active Transportation Plan 2020
ADOPTED PLANS AND POLICIES
The City of Sunnyvale has adopted plans to guide
improvements to the City’s bicycle and pedestrian
facilities.
CITY OF SUNNYVALE GENERAL PLAN
- LAND USE AND TRANSPORTATION,
SEPTEMBER 2021
The City’s General plan includes goals and policies
relating to future land use development and trans-
portation improvements. The framework for the
General Plan’s Land Use and Transportation chapter
is based on a concept of a Complete Community,
which includes features like comfortable, safe, conve-
nient, and complete pedestrian and bicycle networks
throughout Sunnyvale and reduction in automobile
trip making. The City’s policies also prioritize the
movement of bicycles, pedestrians, and vehicles over
parking.
CITY OF SUNNYVALE ACTIVE TRANSPORTA-
TION PLAN (ATP), AUGUST 2020
This plan (ATP) provides a vision for improving and
encouraging bicycle and pedestrian travel in and
through Sunnyvale. It contains an analysis of existing
Attachment 2
bicycle and pedestrian facilities and provides recommendations for specific areas where facilities could be improved or expanded.
It includes objectives, strategies, and performance measures to guide improvements to the City’s bicycle and pedestrian facilities.
The plan recommends a Class II bike lane between Alberta Avenue and The Dalles Avenue and pedestrian crossing improvements along several intersections along the study corridor including Hollenbeck Avenue at Fremont Avenue, Sheraton Drive, Alberta Avenue, The Dalles Avenue, Cheyenne Drive, Cascade Drive, Harvard Avenue, and Danforth Drive. The plan does not have any bicycle facility recommendation on Hollenbeck Avenue between the Dalles Avenue and Danforth Drive.
CLASS I
SHARED-USE PATH
• An off-street path shared by bikes
and pedestrians, fully separated from
vehicles, offering the highest safety
and comfort.
CLASS II
BICYCLE LANE
• A striped lane on the road for bikes,
sometimes with a painted buffer
for extra separation from traffic or
parked cars.
CLASS IIB
BUFFERED BICYCLE LANE
• A bike lane on the road with a 2–4
ft painted buffer between bikes and
cars, increasing safety and comfort.
CLASS III
BICYCLE ROUTE
• A street shared with cars, marked
with signs or sharrows to guide and
connect bike travel.
CLASS IIIB
BICYCLE BOULEVARD
• A low-traffic street designed for bikes,
with calming features like speed humps
or lower speed limits to make riding
more comfortable.
CLASS IV
SEPARATED BIKEWAY
• A bike lane separated from cars by a
physical barrier, such as posts, parking,
or medians, for greater protection.
6 |
HOLLENBECK BIKE LANE STUDY
The ATP defines the following facility types for Sunnyvale.
Attachment 2
SUNNYVALE VISION ZERO PLAN, JULY 2019
This is a community-driven and data-driven initiative to eliminate preventable traffic fatalities and serious injuries. The City aims to reduce collisions through improved transportation infrastructure and programming. The plan identifies Hollenbeck Avenue, between Homestead Road and Cascade Drive and between
Knickerbocker Drive and El Camino Real, as part of the City’s High Injury Network (HIN).
SUNNYVALE ROADWAY SAFETY PLAN, SEPTEMBER
2020
This builds upon the initial groundwork and goal setting completed through the development of the Sunnyvale Vision Zero Plan and provides the resources necessary for the future preparation of successful Highway Safety Improvement Program (HSIP) grant applications for design and construction. It includes collision and roadway characteristic database development, review of local collision data, safety data analysis, collision profile analysis, safety countermeasure identification, and project development.
The segment of Hollenbeck Avenue between The Dalles Avenue and Bend Drive and the intersection of Danforth Drive and Hollenbeck Avenue have been identified as City’s priority project locations due to a history of high collision densities and a high level of public feedback on perceived issues and safety concerns.
HOLLENBECK BIKE LANE STUDY | 7
Attachment 2
Chapter 2
Existing Conditions
Data collection and analysis of existing conditions
was conducted to establish a baseline for evaluating
design options.
Figure 3: Existing Project Corridor
8 | HOLLENBECK BIKE LANE STUDY
Attachment 2
HOLLENBECK BIKE LANE STUDY | 9
Figure 3: Existing Project Corridor
CORRIDOR OVERVIEW
The study evaluates a 1.6-mile section of Hollenbeck Avenue between Danforth Drive in the north and Alberta Avenue in the south. Hollenbeck Avenue is a residential collector within the City of Sunnyvale with a posted speed limit of 30 mph. It generally has a curb-to-curb width of 40 feet, consists of one travel lane in each direction, and permits on-street parking on both sides as shown in Figure 3. A VTA local bus also runs along Hollenbeck Avenue between Fremont Avenue and Remington
Drive in the northbound direction.
The corridor serves a diverse mix of land uses, including single- family residential neighborhoods, two private schools, a public elementary school within 500 feet, two churches, Serra Park, a swim and racquet club, and neighborhood-serving commercial uses. South of Homestead Road, Hollenbeck Avenue transitions to Stelling Road, providing access to De Anza College. To the north, past El Camino Real, it transitions to Pastoria Avenue, which connects to the Caltrain station via Evelyn Avenue.
Attachment 2
COLLISION ANALYSIS
Collision records from January 1, 2019 through December 31, 2023 indicate 98 reported collisions between Homestead Road and El Camino Real. One of the collisions resulted in severe injury, while the remaining collisions resulted in complaint of pain, minor injuries, or property damage. None of the collisions resulted in a fatality. Further analysis of the collisions shows that 5 of the 98 collisions involved a pedestrian (5%) and ten collisions involved a bicyclist (10%). 70 collisions of which 5 were bicycle related were recorded between Alberta Avenue and Danforth Drive (study corridor). BICYCLE COLLISIONS Five bicycle collisions occured along the study corridor.
T able 1 provides a breakdown of the collisions by primary collision fac tor.
Primary Collision Factor Number of
Bicycle Collisions
Improper Turning 1
Auto R/W Violation 1
Other Hazardous Movement 1
Unknown 1
Unsafe Speed 1
TOTAL 5
Table 1: Number of Bicycle Collisions by Primary Collision Factor As shown in Figure 4, 2 of the 5 collisions occurred at intersections and the other 3 collisions occurred mid-block along Hollenbeck Avenue. The collisions at the intersections were primarily due to failure to yield to oncoming bicycle traffic in the intersection or crosswalk or due to an unsafe turn.
The midblock collisions occurred due to the bicyclist riding in the incorrect direction, colliding with a parked car, or due to an unsafe lane change.
10 |
HOLLENBECK BIKE LANE STUDY
Attachment 2
Figure 4: Locations of Bicycle Collisions
BIKE COUNTS
Bike counts were collected in October 2024 at ten locations on Hollenbeck Avenue for six hours on three typical weekdays and on two typical weekend days when school was in session during the morning, school PM, and evening commute hours. Counts were collected at locations where Hollenbeck Avenue has bike lanes and does not have bike lanes to understand how bike volumes vary based on availability of bike facilities. Bikes were observed at all count locations along the corridor.
A 6-hour bike count of 50 to 87 bikes on weekdays and 26 to 77 bikes on weekends was observed along the corridor, with slightly higher counts observed at locations that have bike lanes.
HOLLENBECK BIKE LANE STUDY | 11
Attachment 2
12 | HOLLENBECK BIKE LANE STUDY
COMPARISON OF PARALLEL CORRIDORS
To understand how the bicycle counts along Hollenbeck Avenue compare with north-south parallel streets that have bike lanes, a 14 hour weekday bike count was collected along Hollenbeck Avenue, Mary Avenue, and Sunnyvale-Saratoga Road near similar cross streets.
As shown in T able 2, Mary Avenue (374 bikes) had much higher bike volumes compared to Hollenbeck Avenue (105 bikes) and Sunnyvale- Saratoga Road (162 bikes). T able 2 outlined various factors that could influence people’s decision to bike along a corridor.
Table 2: Comparison of Parallel Corridors
ROADWAY CHARACTERISTICS
Major Connecting
Destinations
(within 1 mile radius)
14-Hour
Weekday
Bike
Volume1
Roadway
Classification2
Speed
Limit
Bike
Lane
Width3
Vehicle
Lanes Per
Direction
On-Street
Parking
Bus
Frequency
Driveway
Density
Hollenbeck Ave 105 Residential
Collector
30 mph None 1 Both Sides
1 bus
every 30
minutes
High
Cupertino, De Anza College,
Apple, Nearby Schools/Park,
Downtown Sunnyvale,
Sunnyvale Caltrain
Mary Ave 374 Class II
Arterial
35 mph 6 ft 1 Both Sides
1 bus
every 30
minutes
High
Cupertino, De Anza College,
Apple, Nearby Schools/Park,
Downtown Sunnyvale,
Sunnyvale Caltrain, Peery
Park Offices
Sunnyvale-Saratoga
Road 162
Class I
Arterial
(Regionally
Significant)
40 mph 6 ft 3 None
1 bus
every 20
minutes
Low
Saratoga, Cupertino, De
Anza College, Apple, Nearby
Schools/Park, Downtown
Sunnyvale, Sunnyvale Caltrain,
Peery Park Offices, Moffett
Park Offices
Notes:
1. 14-Hour weekday bike volumes were collected at a midblock location north of Fremont Ave for all three corridors in October 2024.
2. Roadway classification referenced from the Sunnyvale General Plan.
3. Bike lane widths represent typical bike lane width on each corridor between Homestead Road and El Camino Real. Hollenbeck does not have bike lanes for the majority of this corridor and is labeled as “None”.
Attachment 2
HOLLENBECK BIKE LANE STUDY | 13
AVERAGE DAILY TRAFFIC
(ADT)
Average weekday ADT volumes along the
corridor range from approximately 7 ,900
to 13,500 vehicles and average weekend
ADT volumes range from approximately
5,720 to 9,730 vehicles. The highest ADT for
weekdays and weekend days was counted
south of The Dalles Avenue.
SPEEDS
The 85th percentile speed along the
corridor in both directions is approximately
34mph, which is higher than the posted
speed limit of 30mph along the corridor.
The 85th percentile speed is the speed
that 85 percent of the motorists drive at or
below.
Attachment 2
14 | HOLLENBECK BIKE LANE STUDY
PARKING ANALYSIS
The study analyzed parking utilization for
on street parking on Hollenbeck Avenue,
parking in the driveways of homes along
Hollenbeck Avenue, and parking on side
streets within 500 feet of Hollenbeck
Avenue.
AVAILABLE LEGAL PARKING
SPACES
Figure 5 shows the locations where on-
street parking, full-time and part-time, is
allowed along the study corridor and its
side streets. The number of legal parking
spaces was determined based on AB 413:
California Daylighting Law, presence of
painted curbs, bus stops, fire hydrants, and
no parking signage. As shown in the figure,
on-street parking is generally allowed along
most segments of the study corridor.
OFF-STREET PARKING SPACES
The number of available off-street parking
spaces at adjacent residential driveways
were calculated assuming two driveway
parking spaces for each single-family home.
It should be noted that generally the homes
along the corridor have two car parking
garages, and some homes have an extra
wide driveway that can accommodate a
third parked vehicle.
Figure 5: Legal On-Street Parking Spaces along the Study Corridor and Side Streets Attachment 2
HOLLENBECK BIKE LANE STUDY | 15
Figure 6: Maximum Parking Utilization – On-Street and Off-Street
PARKING UTILIZATION
Parking occupancy data was collected for on-street
parking along Hollenbeck Avenue, off-street parking
in residential driveways, and on-street parking on
side streets within 500 feet of Hollenbeck Avenue.
Counts were conducted on three weekdays and two
weekend days, during nighttime hours and school
pick-up times, to capture periods when parking
demand is typically highest.
Maximum parking utilization for on-street parking
along each segment of the study corridor, off-street
parking at adjacent residential driveways, and on-
street parking on side streets within 500 feet of
Hollenbeck Avenue is shown on Figure 6. There are
a total of 177 on-street parking spaces available on
the west side of the study corridor and 163 spaces
on the east side of the study corridor. A maximum
average parking utilization of 33 percent (58 spaces)
was observed in the west side of the study corridor
and 23 percent (38 spaces) was observed in the east
side of the study corridor. However, there are some
segments where the observed maximum parking
utilization was over 80 percent and others where no
parked cars were observed.
Attachment 2
16 | HOLLENBECK BIKE LANE STUDY
ON-STREET PARKING ON SIDE-
STREETS
As shown on Figure 6, on-street parking
utilization on the side streets within 500-
feet of the corridor varies. Some side-
streets were observed to have heavy on-
street parking utilization (over 80 percent),
while other side streets had low on-street
parking utilization of below 20 percent.
OFF-STREET PARKING IN
DRIVEWAYS
Figure 6 also illustrates the maximum
off-street parking utilization of residential
driveways along the corridor. The off-street
parking utilization of residential driveways
was observed to be generally over 60
percent on most segments. Some segments
were observed to have greater than 100
percent driveway parking utilization. This
is because some homes along the corridor
have an extra wide driveway where
more than two cars can be parked, and
the analysis assumed all driveways can
accomodate two vehicles only despite the
wider driveway.
Many residents/visitors may choose to
park in their driveways if they have space
available to do so. However, since it is
unknown who is parking on-street, and
whether those resident’s homes have
driveways that can accommodate additional
vehicles, this analysis did not account for
off-street parking utilization.
Attachment 2
Chapter 3
Community Outreach
Extensive outreach with the public and institutional
and commercial owners along the study corridor
was conducted to understand community priorities
and help guide the development and evaluation of
potential options.
HOLLENBECK BIKE LANE STUDY | 17
Attachment 2
18 | HOLLENBECK BIKE LANE STUDY
COMMUNITY
OUTREACH
As a part of this study, extensive
outreach with the public and
institutional and commercial owners
was conducted. Community priorities
for the corridor were explored through
the question and answer session
during community meetings, an online
survey, BPAC Meetings, and a City
Council study session.
ENGAGEMENT STRATEGIES
PROJECT WEBSITE
The City of Sunnyvale launched a project
webpage in April 2024 and provided
information about the project throughout the
study. This website was a key landing page
for residents looking for project information,
including project documents, public event
details, and recordings of public workshops.
The webpage also provided an opportunity
for members of the public to submit feedback
directly to the project manager throughout
the study by email and phone.
PROJECT UPDATE NOTIFICATION
The meetings were promoted through the
typical Sunnyvale channels: City website,
Hollenbeck Bike Lane Study Webpage,
email newsletter, social media channels, and
City Council announcements. In addition,
postcards were mailed to residents in
Sunnyvale that live within 1,000 feet of
the corridor before the first community
outreach meeting and announcements were
publicized by the Schools, Districts, and
PTA s.
SUMMARY OF COMMUNITY INPUT:
SAFETY
CONCERNS:
• Reports of near-miss collisions
• Door zone
• Speeding
• Concerns for students biking and walking
to and from school
PARKING & MOBILITY
IMPACTS:
• Parking loss impacts residents and
visitors
• Desire for better crossings if walking
distances increase
• Accessibility concerns for seniors and
mobility-challenged individuals
• Maintain access for service/delivery
vehicles
• On-street parking needed for ADUs
and added housing
OTHER:
• Feasibility of funding and cost estimates
• School-area operations during pick-up/
drop-off
• Changes to intersection geometry to
accommodate bike lanes
Attachment 2
HOLLENBECK BIKE LANE STUDY | 19
OUTREACH MEETINGS
* City Council Study Session
May 20, 2025
The team presented the project to the City Council during a study session scheduled for May 20, 2025. The purpose of this meeting was to share project options and community feedback received, identify any refinement needed for the options, and receive information needed to help Council select an alternative. The Council directed the City staff to explore additional options including a new Option 2B, where parking is removed on one side of the corridor to accommodate a bicycle lane in each direction.
Options Options
Institutional and Commercial
Owners Interview #1
Institutional and Commercial
Owners Interview #2
September 18, 2025
City Council
Meeting
December 2, 2025
Attachment 2
COMMUNITY SURVEY
An online survey was conducted from March 4 to March 25, 2025, to gather public feedback on proposed changes to Hollenbeck Avenue.
It received 703 responses: 35% from residents on Hollenbeck, 34% from nearby blocks, 18% from elsewhere in Sunnyvale, and 13% from outside the city.
Most respondents drive the corridor, though some also walk or bike—especially those from outside the immediate area. Support for the options varied by location and travel mode. Residents on Hollenbeck preferred keeping parking as-is (Option 3), while others favored buffered bike lanes with no parking (Option 1). Option 2 drew mixed reviews, with concerns about alternating parking and safety.
If improvements were made, 46% said they’d bike under Option 1, 36% under Option 2, compared to 25% who bike there now.
A full analysis of the survey results is provided in Appendix C. Options are discussed in detail in Chapter 4.
I don’t support it I feel neutral about it I support it • Option 1: Install class II buffered bike lanes with removal of all on-street parking • Option 2: Install class II bike lanes with removal of some alternating parking • Option 3: No change to on-street parking
20 | HOLLENBECK BIKE LANE STUDY
Option
1 Option
2 Option
3 Attachment 2
Chapter 4
Options
Three potential options were developed based on
the data collected and community input received.
The fourth option was added based on input from
the City Council Study Session.
HOLLENBECK BIKE LANE STUDY | 21
Attachment 2
22 | HOLLENBECK BIKE LANE STUDY
The study team developed three potential options based on the data collected and community input received (see Figure 7).
The options include:
• Option 1: Install class II buffered bike lanes with removal of all on-street parking
• Option 2A: Install class II bike lanes with alternating on-street parking
• Option 2B*: Install class II bike lanes with on-street parking retained generally on the west side
• Option 3: No change to on-street parking
* added based on City Council Study Session
For each option, the evaluation considered the following tradeoffs:
• Right-of-way and intersection treatments
• On-street parking implications
• Safety benefits
• School pick-up/drop-off operations implications
• Cost to implement
Option 1 – 6’ Bike Lanes and 3’ Buffer, No on-street
parking
6’
BL
6’
BL
3’ 3’11’
DL
11’
DL
Option 2B – 5-6’ Bike Lanes, On-street parking on one-
side only; Parking on West Side
8’
PL
10 ’-11’
DL
10 ’-11’
DL
5-6’5-6’
Option 2A – 5-6’ Bike Lanes, On-street parking on one-
side only; Alternating Parking
8’
PL
10 ’-11’
DL
10 ’-11’
DL
5-6’5-6’
Option 3 - Maintain Existing Conditions, Consistent
with ATP
15’-17 ’
DL
15’-17 ’
DL
8’
PL
8’
PL
BL = Bike Lane, DL = Drive Lane, PL = Parking Lane Figure 7: Potential Options Developed
Attachment 2
HOLLENBECK BIKE LANE STUDY | 23
OPTION 1: INSTALL CLASS II BUFFERED BIKE LANES WITH REMOVAL OF ALL ON-
STREET PARKING
This option would add a class II buffered bike lane in each direction along the study corridor resulting in the removal of all on-street parking.
TREATMENT AT INTERSECTIONS
Most intersections along Hollenbeck Avenue are unsignalized and do not have turn-lanes. Therefore, the class II buffered bike lane can continue through those intersections. The proposed modifications to the signalized intersections along Hollenbeck Avenue under this option are described below and shown in Figure 8:
HOLLENBECK AVENUE AND REMINGTON DRIVE
Per the Sunnyvale Downtown Specific Plan Environmental Impact Report, an improvement was identified at this intersection with the buildout of the Specific Plan under cumulative conditions. The improvement includes restriping northbound and southbound Hollenbeck Avenue to provide for a dedicated left-turn and a shared through-right turn lane. With the proposed additional turn lane, the south leg of Hollenbeck Avenue would not be able to accommodate a bike lane in the northbound direction. Instead, a Class III bike route would be provided for this section of (approximately 200’) northbound Hollenbeck Avenue.
This would be the only location along Hollenbeck Avenue where the bike lane would be discontinuous, in either direction.
HOLLENBECK AVENUE AND TORRINGTON DRIVE
This intersection has a left-turn lane, one shared through-right lane, and a receiving lane on the north and south legs. In order to accommodate minimum 5 feet-wide bike lanes at this intersection within the existing right-of-way, the northbound and southbound left-turn lanes would need to be removed. The removal of the left-turn lanes is not expected to considerably affect the intersection’s operations under existing or future conditions.
HOLLENBECK AVENUE AND FREMONT AVENUE
This intersection has left-turn lanes, pork chop islands, and right-turn slip lanes on Hollenbeck Avenue. The current width between the pork chop islands do not provide sufficient widths to fit the proposed bike lanes and maintain existing travel lanes. Therefore, to incorporate bike lanes, the pork chop islands would need to be removed. This improvement would also improve pedestrian and bicycle safety by reducing crossing distances, improving sightlines, reducing vehicle turning speeds, and lowering conflict points. Additionally, the lane geometry at this intersection would be unchanged and vehicular operations would not be impacted.
Attachment 2
24 | HOLLENBECK BIKE LANE STUDY
Figure 8: Treatment at Intersections
Attachment 2
HOLLENBECK BIKE LANE STUDY | 25
Hollenbeck Ave
Cascade Dr
W Fremont Ave
W Remington Dr
W Knickerbocker Dr
Alberta Ave
Sheraton Dr
Cheyenne Dr
Harvard Ave
Torrington Dr
The Dalles Ave
Vanderbilt DrVanderbilt Dr
Danforth DrDanforth Dr
Conway RdConway Rd
Bend DrBend Dr
Sunnyvale
Challenger
School
Resurrection
School
Cumberland
Elementary
School
Las Palmas
Park
Serra
Park
Commercial
Area
Church
Church
Raquet
Club
Study Corridor
Crossing Required
6-7 Minutes Walk Time
Crossing improvements
identified in the ATP
Figure 9: Option 1: Buffered Bike Lanes
ON-STREET PARKING IMPLICATIONS
The removal of on-street parking on Hollenbeck Avenue would require people to park their cars on side streets or driveways. Each block was evaluated based on 1) the maximum observed park- ing utilization on the segment, 2) the availability of parking on at least one side-street, 3) walk-time to the side-street, and 4) potential need to cross the side-street to find parking.
As shown in Figure 9, the walk time to find on-street parking could be greater than 6 to 7 minutes for four segments.
This analysis is conservative, using the highest observed parking occupancy and not including driveways for parking spillover to show a worst-case scenario. Many homes have driveways for two or three cars, and off-street parking on some segments is below 80 percent, meaning residents could use available driveway space. It is expected that some residents will park on their driveways therefore the actual parking spillover will be less, but for the purpose of this study we have used conservative assumptions.
REVIEW OF EXISTING PEDESTRIAN FACILITIES
The analysis assumes that residents/visitors could park cars on side-streets on the opposite side of the roadway and cross the intersection to walk to their residence.
As shown in Figure 9, six segments could require crossing improvements.
Attachment 2
26 | HOLLENBECK BIKE LANE STUDY
The Sunnyvale ATP identifies the following
pedestrian related improvements along the
study corridor.
• Crossing improvement at the
intersection of Fremont Avenue and
Hollenbeck Avenue (Completed)*
• Traffic control improvement at the
intersection of Sheraton Drive and
Hollenbeck Avenue
• Pedestrian improvements at the
intersections of Hollenbeck Avenue
with Alberta Avenue, The Dalles
Avenue, Cheyenne Drive, Cascade
Drive, and Danforth Drive (Completed
at Danforth Drive)
• Safe routes to school improvements at
the intersection of Hollenbeck Avenue
with Harvard Avenue (Completed)
*Note that if a bicycle facility is implemented
along Hollenbeck Avenue, the intersection of
Fremont Avenue and Hollenbeck Avenue would
be redesigned to remove right-turn slip lanes and
tighten curb radius as discussed on page 23.
Per the ATP , these pedestrian improvements
may include high visibility crosswalks, curb
ramps, improved lighting, additional time for
pedestrian crossing, stop bars, curb radius
reductions etc.
The pedestrian improvements identified
in the ATP will address the crossing
improvements that might be needed at
most intersections where potential need for
crossing the corridor to find parking might
occur except for the segment between
Conway Road and Vanderbilt Drive. The
crossings at this segment are expected to be
minor. Furthermore, this segment is located
within 500 feet of two signalized; Fremont
Avenue and Hollenbeck Avenue to the south
and Torrington Drive and Hollenbeck Avenue
to the north. These intersections can be used
to cross the corridor.
SAFETY BENEFITS
OPTION’S EFFECT ON SPEED
MANAGEMENT
This option would reduce vehicle travel
lane widths to 10 feet (or 11 feet if
VTA bus travels on it). According to the
FHWA Traffic Calming ePrimer, narrower
lanes increase driver attentiveness and
encourage slower speeds, particularly on
urban and suburban roadways. Therefore,
this option could potentially lower the
vehicular travel speed along Hollenbeck
Avenue.
OPTION’S EFFECT ON BICYCLE
CONNECTIVITY
This option would provide dedicated
buffered bicycle lanes along the study stretch
of Hollenbeck Avenue (except for one side
of Hollenbeck approximately 200 feet
south of the Remington Drive intersection).
At all intersections except Remington
Drive, bicycle lanes can be extended to the
intersection. This would provide a dedicated
lane for bicyclists to travel, and alert drivers
of bicyclists when they cross into the bike
lane for turn maneuvers.
At the midblock sections, because of the
dedicated bike lanes, this option would
help address collisions with parked vehicles
because bicyclists now have their dedicated
lane to travel throughout the corridor.
The bike lane buffers proposed in this option
further separates bicyclists from vehicles,
and improves comfort for bicyclists.
SCHOOL PICK-UP/DROP-OFF
OPERATIONS IMPLICATIONS
Removal of on-street parking along the
school frontages may result in a queue of cars
in the vehicle lane. However, this is expected
to occur only for a short period of time and not
considerably affect vehicular operations.
Attachment 2
HOLLENBECK BIKE LANE STUDY | 27
COST TO IMPLEMENT
The estimated cost to implement this option is $5.0 million. The cost estimates only include the implementation of bike lanes along the corri- dor and intersection modifications and does not include any pedestrian improvements. The ATP identifies several pedestrian improvements along this corridor and these would be implemented as separate projects. The planning level conceptual design for Option 1 is provided in Appendix D.
OPTION 2: INSTALL CLASS II BIKE LANES WITH REMOVAL OF SOME ON-STREET PARKING This option considers the installation of a Class II bike lane along the study corridor while retaining parking where possible. There were two options considered under this option.
• 2A: Class II Bike Lanes with Alternating On-street Parking • 2B: Class II Bike Lanes with On-street Parking Retained generally on the West Side A factor in determining the side of the street to retain on-street parking in Option 2B was to maximize the available on-street parking spaces along the corridor. The west side currently has a greater number of on-street parking spaces (177) versus the east side (163), has a higher maximum average parking utilization (west side – 33 percent and east side – 23 percent), and has frontages of the schools where queuing occurs during pick-up and drop-off times.
TREATMENT AT INTERSECTIONS
The intersection improvements and constraints described for Option 1 also apply here. At Hollenbeck Avenue and Fremont Avenue, re- moving the porkchop islands would eliminate the southbound merge lane, allowing the extra right-of-way to be used for more parking.
Removing the northbound merge lane would allow the addition of two parking spaces as well.
ON-STREET PARKING IMPLICATIONS
OPTION 2A
As discussed under the right-of-way analysis section, Option 2 would allow parking to be maintained along one side of the corridor. Under Option 2A, instead of retaining parking only on one side of the corridor, a staggered parking concept was developed where on-street park- ing would alternate between the left and right sides of the roadway at somewhat regular intervals with the goal of minimizing pedestrian crossings across Hollenbeck Avenue. The design would include lateral shifts designed per California Manual on Uniform Traffic Control Devices (CA MUTCD) between staggered sections to avoid abrupt movements for drivers.
Attachment 2
28 | HOLLENBECK BIKE LANE STUDY
Design Tradeoffs
There are many different priorities that can
influence this design. For example:
• How to retain the most number of park-
ing spaces?
• How to minimize parking spillover to
side streets?
• How to ensure sufficient lateral shifts
are included to traffic calm the street?
Every time the parking switches sides, a
transition zone has to be provided, which
results in up to 6 lost parking spaces per
transition zone. Striping at intersections
also has to be lined up to reduce driver
confusion at intersections. Therefore,
prioritizing each factor will negatively
affect the other priorities.
Figure 10 illustrates a staggered parking
concept. This concept was designed to
maximize parking retained in front of
residential homes while still ensuring there
were lateral shifts built into the concept.
East Side of Hollenbeck Avenue
The east side of the study corridor currently
has 163 legal on-street parking spaces of
which the observed parking occupancy is 38.
Under Option 2A, 88 parking spaces would
be retained along the corridor including some
parking spaces being added between the seg-
ments of Fremont Avenue and Conway Road
and Vanderbilt Drive and Torrington Drive
due to the roadway being wider than forty
feet at these segments.
West Side of Hollenbeck Avenue
The west side of the study corridor current-
ly has 177 legal on-street parking spaces of
which the observed parking occupancy is 58.
Under Option 2A, 56 parking spaces would
be retained along the corridor including the
added parking spaces along the south leg of
Hollenbeck Avenue at Fremont Avenue.
As discussed under Option 1, this analysis is
considered conservative because it is based
on the observed maximum parking demand
for each segment. Therefore, the actual park-
ing spillover to the side-streets may be lower.
As shown in Figure 10, the walk time to find
on-street parking would be six to seven
minutes for one street segment. No seg-
ments could require crossing the street to
find on-street parking.
Hollenbeck Ave
Cascade Dr
W Fremont Ave
W Remington Dr
W Knickerbocker Dr
Alberta Ave
Sheraton Dr
Cheyenne Dr
Harvard Ave
Torrington Dr
The Dalles Ave
Vanderbilt DrVanderbilt Dr
Danforth DrDanforth Dr
Conway RdConway Rd
Bend DrBend Dr
Sunnyvale
Challenger
School
Resurrection
School
Cumberland
Elementary
School
Las Palmas
Park
Serra
Park
Commercial
Area
Church
Church
Raquet
Club
~10 Spaces
~3 Spaces
~12 Spaces
~10 Spaces
~12 Spaces
~4 Spaces
~5 Spaces
~9 Spaces
~18 Spaces
~2 Spaces
~10 Spaces
~7 Spaces
~11 Spaces
~12 Spaces
~13 Spaces
~3 Spaces
~1 Space
~2 Spaces
Study Corridor
6-7 Minutes Walk Time
On-Street Parking
Retained or Added
Crossing improvements
identified in the ATP
Figure 10: Option 2A: Bike Lanes with Parking
on One-side, Alternating
Attachment 2
HOLLENBECK BIKE LANE STUDY | 29
Hollenbeck Ave
Cascade Dr
W Fremont Ave
W Remington Dr
W Knickerbocker Dr
Alberta Ave
Sheraton Dr
Cheyenne Dr
Harvard Ave
Torrington Dr
The Dalles Ave
Vanderbilt DrVanderbilt Dr
Danforth DrDanforth Dr
Conway RdConway Rd
Bend DrBend Dr
Sunnyvale
Challenger
School
Resurrection
School
Cumberland
Elementary
School
Las Palmas
Park
Serra
Park
Commercial
Area
Church
Church
Raquet
Club
~10 Spaces
~17 Spaces
~27 Spaces
~12 Spaces
~5 Spaces
~9 Spaces
~10 Spaces
~13 Spaces
~2 Spaces
~26 Spaces
~11 Spaces
~14 Spaces
~6 Spaces
~1 Spaces
Saranac DrSaranac Dr
Study Corridor
Crossing Required
6-7 Minutes Walk Time
On-Street Parking
Retained or Added
Crossing improvements
identified in the ATP
Figure 11: Option 2B: Bike Lanes with Parking
Generally Retained on West Side
OPTION 2B
Under the implementation of Option 2B, on-street parking would generally be retained on the west side of the corridor except for the segment between Alberta Avenue and The Dalles Avenue where it would be retained on the east side of the corridor. This is because the west side of this segment fronts Serra Park, which currently has no on-street parking allowed. Therefore, this option would maintain the current no on-street parking along this segment.
The corridor segment between Saranac Drive and Remington Drive will lose on-street parking on both sides of the corridor to accommodate the planned improvement at the Hollenbeck Avenue and Remington Drive intersection. The corridor segment between Conway Road and Vanderbilt Road will lose on-street parking on both sides of the corri- dor due to the narrowing of the south leg of Hollenbeck Avenue at Conway Road to 32 feet. Six parking spaces would be added to the west side on the south leg of Hollenbeck Avenue at Fremont Avenue and two parking spaces would be added on the east side of the corridor segment between Fremont Avenue and Conway Road. The total number of on-street parking spaces retained under this option on the west side would be 154 spaces and the east side would be 9 spaces.
The removal of on-street parking on the east side would require people to park their cars on side streets or cross the street. As shown in Figure 10, the walk time would be 6 to 7 minutes for one segment to find on-street parking. 3 segments could require crossing the street to find on-street parking.
SAFETY BENEFITS
OPTION’S EFFECT ON SPEED MANAGEMENT
Similar to Option 1, Option 2 would reduce vehicle travel lane width which could poten- tially lower the vehicular travel speed along Hollenbeck Avenue.
Additionally, Option 2A introduces staggered parking along the study corridor, which would create lateral shifts in the travel lanes. Per Caltrans Traffic Calming Guidance Resources, a lateral shift forces vehicles to adjust their trajectory as they travel along the road, which slows them down and increases driver attentiveness. Therefore, Option 2A’s Attachment 2
30 | HOLLENBECK BIKE LANE STUDY
effect on speed management could be considered slightly higher than Option 1 or Option 2B.
OPTION’S EFFECT ON BICYCLE SAFETY
Similar to Option 1, Option 2 would also provide dedicated bike lanes (although not buffered) along the study segment of Hollen- beck Avenue (except for one side of Hollenbeck approximately 200 feet south of the Remington Drive intersection).
The presence of dedicated bike lanes would help address the observed vehicle-bicycle collisions at both intersections and mid- block in the same fashion as Option 1. However, Option 2 does not provide bike lane buffers, so bicycles would not have that additional 2 to 3 feet of physical separation from vehicles. Option 2 would also retain some parking, so bicycles would also need to be mindful of parked vehicles and potential dooring as they bike in the bike lane. Therefore, Option 2’s effect on bicycle safety could be considered slightly lower than Option 1.
Furthermore, under Option 2A, transition zones created by stag- gered parking have led to observed issues based on community input. Anecdotal evidence suggests that vehicles are frequently parked in these transition areas, even when the space is insuffi- cient to accommodate the full length of a passenger vehicle. As a result, parts of the vehicles often encroach into the bike lane, cre- ating potential conflicts and increasing discomfort for bicyclists.
This could be reduced by providing better signing and striping at the transition zones. In contrast, Option 2B does not include such transition zones, resulting in a more consistent and predictable environment for cyclists.
SCHOOL PICK-UP/DROP-OFF OPERATIONS
IMPLICATIONS
Under Option 2A, the removal of on-street parking along the school frontages may result in a queue of cars in the vehicle lane.
However, this is expected to occur only for a short period of time and not considerably affect vehicular operations.
Under Option 2B, parking would be retained on the west side of the corridor which has Challenger School and Resurrection School along its frontage. The parking along Challenger School could continue to be time restricted as it is currently. Any queue of cars along the curb due to school pick-up and drop-off times could be accommodated in this parking lane.
COST TO IMPLEMENT
The estimated cost to implement Option 2A or 2B is $5.0 million.
Attachment 2
HOLLENBECK BIKE LANE STUDY | 31
OPTION 3: NO CHANGE
The no change option would maintain the on-street parking on Hollenbeck Avenue as it is today. Since the curb-to-curb right-of-way along the study corridor is limited, bicycle lanes cannot be accommodated on the corridor if on-street parking is maintained as is.
It should be noted that as described in Chapter 1, there are several improvement projects already identified in the City’s Active Trans- portation Plan (ATP) that are yet to be completed along this corridor that could affect on-street parking.
IMPLICATIONS OF THIS OPTION
This option would not affect the currently available on-street parking supply beyond the parking implications caused by the above men- tioned projects already identified in the City’s plans.
This option would also offer no improvements in terms of speed management, bicyclist comfort level, and bicycle safety.
Table 3: Options Comparison
Opt 1 Opt 2A Opt 2B Opt 3
Resulting on-street parking supply (spaces) ❌ ~14 4 ~16 3 340 Provide designated bicycle facility ✅ ✅ ✅ ❌
Implementation Cost ~$5.0 M ~$5.0 M ~$5.0 M --
Option 1: Buffered Bike Lanes
Option 2A: Bike Lanes with parking on one side, alternating Option 2B: Bike Lanes with parking on one side, generally west-side Option 3: Maintain existing conditions
Attachment 2
32 | HOLLENBECK BIKE LANE STUDY
OTHER OPTIONS CONSIDERED
Options considered but are not suitable for this corridor include:
• Part-time bike lane with on-street parking allowed during certain times of the day
• Parking protected bike lane
• Two-way cycle track on one side and parking on the other side • Two-way cycle track in the middle of the road
• Turning Hollenbeck Avenue into a one-way street
These options were deemed not suitable because:
• Impacts to bicycling occurring during times when on-street parking is allowed would not be addressed;
• The roadway configuration proposed under some options would not be able to accommodate the minimum widths re- quired for bike lanes, buffers, travel lanes, and parking lanes; • Additional conflicts at intersections and driveways might be introduced requiring bike signals or creating access issues; or • Vehicle operations might be substantially affected requiring an operations analysis for a larger study area, not in the scope of this project.
/0/i255/2/3 /4 /5 /6 /5 /7 /3 /i255 /9 /10 /11 /12 /13 /i255 /10 /7 /6 /11 /4 /3 /14 /i255 /15 /9 /16 /3 /6 /17 /i255 /4 /18 /5 /12 /7 /3 /6 /10 /17 /i255 /19 /6 /i255 /20 /9 /6 /15 /10 /i255 /0/i255/2/7 /5 /22 /3 /23 /19 /18 /14 /3 /6 /i255 /19 /9 /7 /6 /3 /5 /20 /23 /i255 /20 /6 /11 /24 /20 /5 /18 /i255 /0/i255/25/5 /26 /i255 /5 /27 /3 /12 /24 /19 /12 /i255 /7 /19 /i255 /6 /19 /5 /14 /28 /10 /i255 /20 /6 /19 /29 /12 /i255/30 /31 /i255 /33 /34 /35 /36 /i255 /37 /38 /39 /36 /40 /i255/41 /42 /43 /44 /45 /i255 /47 /48 /49 /43 /50 /51 /i255/52 /39 /53 /36 /54 /40 /36 /55 /56 /57 /39 /40 /i255/58 /34 /59 /39 /38 /60 /40 /i255/58 /34 /59 /39 /40 /i255 /61 /i255/62/38/54 /35 /34 /39 /59 /40 /i255/33 /34 /35 /36 /i255 /33 /57 /63 /60 /36 /64 /38 /54 /65 /40 /i255 A B
C
A. Part-time Bike Lane; Source: Google Earth, B. Two-way Cycle Track on One Side; Source: NACTO, C. Parking-Protected Bike Lane; Source: NACTO Attachment 2
HOLLENBECK BIKE LANE STUDY | 33
TRAFFIC CALMING: The community highlighted that there are speeding concerns along this corridor and that there is a need to calm this street. Hollenbeck Avenue is a residential collector street within the City of Sunnyvale, and per the City’s recently updated neighborhood traffic calming policy, it is eligible for traffic calming if it meets the speed thresholds under this policy.
However, evaluation of this street for traffic calming is not part of this project’s scope and must follow the process laid out under the City’s Traffic Calming Policy (Council Policy 1.2.4)
• PEDESTRIAN IMPROVEMENTS: With the implementation
of either Option 1 or Option 2, pedestrian activity, especially pedestrian crossings along the study corridor may increase due to residents/visitors currently using on-street parking on Hollenbeck Avenue having to park on side streets or
across the road where parking is retained. There are a few intersections along the corridor that do not have marked crosswalks, ADA compliant curb ramps, and lighting.
The Sunnyvale ATP identifies pedestrian improvements
along several intersections along this corridor. In addition to these improvements, the City should monitor the
increase in pedestrian crossings along this corridor, where improvements have not already been identified, and
potentially improve existing crossings or add additional crossings if warranted.
FUTURE CONSIDERATIONS
Future considerations for this corridor include the following:
Attachment 2
Appendices
34 | HOLLENBECK BIKE LANE STUDY
Attachment 2