REPORT TO COUNCIL
SUBJECT
Title
Action on Resolutions Accepting the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study, Selecting a Preferred Design Concept and, as Appropriate, Taking Related Actions Regarding Parking and Curb Modifications
Report
COUNCIL PILLAR
Deliver and Enhance High-Quality Efficient Services and Infrastructure
EXECUTIVE SUMMARY
The De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study (Study) is a planning-level document that identifies 1.5 miles of potential bicycle improvements along De La Cruz Boulevard between Central Expressway and Lafayette Street and 0.5 miles of Coleman Avenue between Reed Street and Brokaw Road. 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. Concepts have been developed for adding bicycle facilities along De La Cruz Boulevard (which include potential parking removals) and Coleman Avenue. Additionally, the Study analyzed the feasibility of adding bicycle improvements to the existing tri-level structure which functions as a three-directional interchange with overlapping ramps to connect De La Cruz Boulevard to Lafayette Street and Coleman Avenue.
These proposed concepts and improvements were developed based on analysis of both corridors, recommendations in the Santa Clara Bicycle Plan, engagement with several committees and commissions, and robust public outreach efforts. Development of the Study included significant community participation and feedback, most notably through the support of the City’s Bicycle and Pedestrian Advisory Committee (BPAC). It should be noted that the Study is only a planning-level document and does not include design, environmental review, or construction of any alternative. Additional funds would be required to design and construct the preferred alternative.
BACKGROUND
The City received a grant award from the Santa Clara Valley Transportation Authority (VTA) in the 2016 Measure B Bicycle/Pedestrian Planning Studies competitive grant program for the Study. Bicycle improvements along De La Cruz Boulevard and Coleman Avenue are priority projects in the Santa Clara Bicycle Plan, and Council approved a professional services agreement for the Study with Kimley-Horn, Inc. Work on the project began in January 2023.
The effort has been coordinated with the City’s BPAC, Senior Advisory Commission, Parks and Recreation Commission, Youth Commission, various stakeholders, and the public. The Study was a regular item on the BPAC Agenda, with input and feedback provided at four separate meetings. On June 17, 2024, the BPAC reviewed the final draft and voted to recommend that City Council consider adopting the Study and recommended a preferred design option.
The Study provides draft roadway concepts and potential enhancements to improve bicycling along De La Cruz Boulevard and Coleman Avenue consistent with the Santa Clara Bicycle Plan. Adopting this Study and selecting a design concept will allow the City to apply for grant funds such as the VTA 2016 Measure B Bicycle and Pedestrian Program or the California Transportation Commission Active Transportation Program (ATP) in order to move forward with design and construction. Additionally, by studying potential design concepts to implement new bicycle facilities, the Study 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 through a comprehensive integrated transportation network that serving all modes of transportation.
DISCUSSION
This planning level document focuses on a 1.5-mile section of De La Cruz Boulevard between Central Expressway and Lafayette Street and a 0.5-mile section of Coleman Avenue between Reed Street and Brokaw Road. The Study identifies options for bicycle improvements to expand the existing bicycle network, fill in gaps, provide greater connectivity to public transportation, increase mobility, and encourage the public to choose more sustainable modes of transportation. It also includes potential options for parking removal along De La Cruz Boulevard.
As shown in Attachment 1, the Study Area connects to other local and regional bikeways in the area and would serve as a key link in the Santa Clara bike network. The De La Cruz Boulevard/Coleman Avenue Bikeway would connect to:
• US 101/De La Cruz/Trimble Interchange shared-use Class I path which connects to the Guadalupe River Trail (substantially complete)
• Walsh/Martin Class IV Bikeway Study (in planning)
• Lafayette Street Class IV Bikeway and Pavement Rehabilitation Project (in design)
• New bike lanes on Coleman Avenue south of Brokaw Road and on Brokaw Road, as part of the Gateway Crossings project (in construction)
• Santa Clara Station Focus Area Plan (in planning)
• El Camino Real Class IV Bike Lanes (begin design phase in FY 2024-25)
The Study (Attachment 2) is divided into five chapters which include:
1. Introduction and Background
2. Existing Conditions
3. Corridor Alternative Concepts and Analyses
4. Community Engagement
5. Recommendations
An Appendix is also included with detailed information on existing conditions, an analysis of the existing tri-level structure, parking utilization analysis, speed survey results, community survey results, and community engagement material. The Study Appendix can be downloaded from the project webpage: <https://www.santaclaraca.gov/our-city/departments-g-z/public-works/engineering/traffic-engineering/de-la-cruz-boulevard-coleman-avenue-bikeway-planning-study>. Each Study chapter is summarized below.
Introduction and Background
The Study supports the City’s Climate Action Plan by identifying strategies to improve connectivity for people biking and walking while encouraging mode shifts from vehicles toward more sustainable modes such as biking and walking.
Both the City of Santa Clara and the Santa Clara Valley Transportation Authority (VTA) have adopted plans highlighting the need for bicycle facilities on De La Cruz Boulevard and Coleman Avenue to improve local and regional bike access. The Santa Clara Bicycle Plan identifies a Class IV protected and buffered bikeway along both corridors. Additionally, De La Cruz Boulevard and Coleman Avenue are identified as part of future priority “Cross County Bicycle Corridors” in the VTA’s Santa Clara Countywide Bicycle Plan Update 2018.
Existing Conditions
De La Cruz Boulevard and Coleman Avenue serve as important north-south transportation corridors between US 101, El Camino Real (SR 82), and Interstate 880. The study area is bordered by the San Jose Airport, various industrial and commercial spaces, residential uses closer to Lafayette Street, and Costco Wholesale closer to the south.
De La Cruz Boulevard: De La Cruz Boulevard between Central Expressway and Reed Street is a six-lane roadway with a 40-mph speed limit. The roadway is divided by a landscaped median island in the northern portion and a two-way center left-turn lane along the southern portion. Additional width at both edges of the roadway is dedicated to on-street parking or emergency roadside shoulders. There are currently no dedicated bicycle facilities on De La Cruz Boulevard.
Tri-Level Structure: At Reed Street, De La Cruz Boulevard transitions into an existing tri-level structure which functions as a three-directional interchange with overlapping ramps to connect De La Cruz Boulevard to Lafayette Street and Coleman Avenue. The southwestern leg of the tri-level consists of a long bridge spanning the Caltrain and Altamont Corridor Express (ACE) rail corridors.
Coleman Avenue: South of the tri-level, De La Cruz Boulevard becomes Coleman Avenue which is a seven-lane roadway (three travel lanes in each direction plus a right-turn only lane) with a 40-mph speed limit. This portion of Coleman Avenue that is included in the Study, which ends at Brokaw Road, also has an existing two-way center left-turn lane and does not have dedicated bicycle facilities or parking.
Staff collected data and completed traffic analyses to evaluate the existing conditions on the roadway across key metrics including safety, parking, and vehicle speeds. This analysis helped set a baseline for considering design concepts and identifying potential trade-offs between these design concepts compared to the existing roadway configuration. It is important to note that due to the high volume of traffic, including a significant number of oversized vehicles serving industrial areas around De La Cruz Boulevard and Coleman Avenue, lane removals were not considered for the Study and consequently, a traffic operations analysis to analyze any changes to Level of Service (LOS) was not required.
Safety
Recent available collision data was analyzed for the period between 2017 and 2022. This analysis found a total of 73 reported collisions occurred on De La Cruz Boulevard during this timeframe. Of the 73 collisions, one collision involved a bicyclist, one involved a pedestrian, and 10 of those collisions resulted in injury.
On the tri-level, six reported collisions occurred during this timeframe, with one resulting in visible injuries. No collisions involving bicyclists or pedestrians were reported on the tri-level. For Coleman Avenue, 28 reported collisions occurred during the timeframe, with six resulting in visible injuries, one collision involving a pedestrian and no collisions involving a bicyclist.
Vehicle Speeds
Speed data was collected on De La Cruz Boulevard and Coleman Avenue during non-peak periods. Both roadways have a speed limit of 40-mph. The De La Cruz Boulevard speed survey data found that the 85th percentile speed (the speed at which 85 percent of all motorists travel at or below) is 47 mph. On Coleman Avenue, the 85th percentile speed is 50 mph.
Parking Analysis
A parking analysis was completed to determine parking occupancy only along De La Cruz Boulevard as there is no parking on the tri-level or Coleman Avenue. Parking counts were collected on De La Cruz Boulevard and on side streets (within 500 feet of each street) from March 30 to April 5, 2023, from 7 a.m.-7 p.m. and 11 p.m.- 2 a.m. Overall, 67 percent of parking spaces were available on De La Cruz Boulevard and side streets.
Tri-Level Analysis and Updated Study Scope
Due to the complex configuration and significant traffic volume on the tri-level, an extensive evaluation was completed to determine the feasibility of installing bicycle facilities on the structure. The evaluation concluded that it would not be feasible or safe to construct Class IV protected and buffered bicycle facilities on the tri-level due to the following factors:
• High vehicle speeds and volumes
• Limited sight distance
• Certain roadway widths too narrow to provide protected bicycle facilities
• Large elevation changes that would be challenging for some bicyclists
• Multiple bridge structures
• Many convergence and divergence points
• Many potential conflict points between bicyclist and vehicles
Based on these factors, staff modified the Study scope to focus on providing bicycle facilities to facilitate travel along De La Cruz Boulevard through a portion of the tri-level and along the east side of Coleman Avenue toward Brokaw Road (as shown in Attachment 3).
De La Cruz Boulevard Potential Concepts
The Study identifies potential concepts for De La Cruz Boulevard based on feedback from the community, commissions, committees, and Council (Attachment 4). It is important to note that to incorporate the proposed bicycle protection, the concepts show the installation of a vertical post or curb in the roadway between the bicyclist and vehicle travel lanes. This design will narrow the available space for City street sweeping operations and will necessitate a modification to current street sweeping operations along De La Cruz Boulevard.
Each concept is summarized below and is separated by typical sections of De La Cruz Boulevard based on the varying roadway characteristics:
DE LA CRUZ BOULEVARD - Central Expressway to Martin Avenue
Existing Conditions/No Build
This scenario does not implement any improvements on this section of De La Cruz Boulevard and maintains the existing condition. No bicycle facilities are provided along the corridor. There are six vehicle lanes, a raised center median island or striped two-way center turn lane, parking on the west side of the roadway, and a shoulder on the east side of the roadway.
Protected/Buffered Bicycle Lanes, No Parking
This concept maintains six travel lanes, the existing raised center median island and two-way center turn lane, has no parking, 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 or curb. To implement this concept, travel lanes are narrowed, the existing parking on the west side of the street is removed, and the roadway shoulder on the east side of the street is removed. Removing these roadway features provides the necessary space to add the bicycle improvements.
Two-Way Cycle Track, No Parking
This concept maintains six travel lanes, the existing raised median island, and roadway shoulder on the east side of the street. The two-way center turn lane is narrowed, parking on the westside of the street is removed, and a two-way cycle track, including buffer along the west side of De La Cruz Boulevard, is installed. The buffer for the two-way cycle track (area between cycle track and vehicle lanes) would include a vertical roadway post or a curb. This two-way cycle track would connect directly to the shared use path recently completed as part of the US 101/De La Cruz/Trimble Interchange project north of Central Expressway.
DE LA CRUZ BOULEVARD - Martin Avenue to Reed Street
Existing Conditions/No Build
This scenario does not implement any improvements to this section of De La Cruz Boulevard and maintains the existing condition. No bicycle facilities are provided along the corridor. There are six vehicle lanes, a two-way center turn lane, and parking on both sides of the roadway.
Protected/Buffered and Parking Protected Bicycle Lanes
This concept maintains six travel lanes and the existing two-way center turn lane, removes parking from the west side of the street, adds a protected and buffered (Class IV) bikeway to the west side of the street (six feet of bikeway and two feet of buffer with vertical roadway posts), and adds a parking protected bikeway on the east side of the street. The parking protected bikeway is achieved by shifting the parking towards the center of the street to act as a vertical separation between the bikeway and the vehicle lane. It is recommended that additional parking restrictions be implemented on the east side of the street next to driveways and intersections to increase the visibility of cyclists on the parking protected portion of the roadway. A two-way cycle track on one side of the street was not recommended for this segment because there are retail land uses on both sides of the street and driveways which would create a higher risk of potential conflicts between bicyclists and vehicles.
Coleman Avenue Potential Concepts
The Study identifies potential concepts for the east side of Coleman Avenue based on feedback from the community, commissions, committees, and Council (Attachment 4). The concepts show the installation of vertical posts or curbs on the east side of Coleman Avenue between the bicyclist and vehicle lanes to create protection for bicyclists. This design will narrow the available space for City street sweeping operations and will necessitate a modification to current street sweeping operations along Coleman Avenue.
Each concept is summarized below and is separated based on the varying roadway characteristics of Coleman Avenue:
COLEMAN AVENUE - Reed Street through the Tri-Level
Existing Conditions/No Build
This scenario does not implement any improvements on this section of Coleman Avenue and maintains the existing condition. No bicycle facilities are provided along the corridor.
South of Reed Street, Coleman Avenue is part of the tri-level and splits into two separated elevated roadways (northbound and southbound). Each separated roadway has two lanes of one-way traffic. The northbound section of Coleman Avenue (on the east side of the tri-level) is the section of Coleman that was studied for potential bicycle improvements and has two vehicle lanes in one direction and a roadway shoulder. This stretch of roadway connects De La Cruz Boulevard to Coleman Avenue toward Brokaw Road.
Two-Way Cycle Track, No Shoulder
This concept improves the northbound separated portion of Coleman Avenue maintaining two travel lanes in one direction, removing the existing roadway shoulder, and adding a two-way cycle track and buffer next to the existing sidewalk. The buffer for the two-way cycle track (area between cycle track and vehicle lanes) would include a vertical roadway post or a curb. This two-way cycle track would allow bicycle travel in both directions on one side of the roadway. To implement this concept, travel lanes and the two-way center turn lanes are narrowed, and the roadway shoulder is removed. Removing these roadway features provides the necessary space to add these bicycle improvements.
COLEMAN AVENUE - South of Tri-Level to Brokaw Road
Existing Conditions/No Build
This scenario does not implement any improvements to this section of Coleman Avenue and maintains the existing condition. No bicycle facilities are provided along the corridor. There are six through lanes, one right turn only lane, a two-way center turn lane, an existing roadway shoulder, and no parking.
Two-Way Cycle Track, No Shoulder
This concept maintains six through lanes, one right turn only lane, a two-way center turn lane, has no parking, and adds a two-way cycle track and buffer on one side of the roadway (opposite side of the street from Costco Wholesale).
Two Overall Corridor Concepts
Based on the proposed concepts listed above by roadway section, there are two overall corridor concepts for consideration as shown in Attachment 5.
Corridor Concept A: The key roadway features of this concept are shown in Table 1 below. This concept includes protected bicycle lanes on both sides of De La Cruz Boulevard from Central Expressway to Reed Street and a two-way cycle track on one side of Coleman Avenue from Reed Street to Brokaw Road.
Table 1: Corridor Concept A
|
Roadway Section |
Bicycle Facilities |
Parking |
|
De La Cruz Boulevard (Central Expy to Martin Ave) |
Class IV Protected Lanes on both sides |
No parking |
|
De La Cruz Boulevard (Martin Ave to Reed St) |
Class IV Protected Lane on west side and Parking Protected on the east side |
Parking on east side only |
|
Coleman Avenue (Reed St through the Tri-Level) |
Two-way protected cycle track on one side of roadway |
No parking |
|
Coleman Avenue (S/o Tri-Level to Brokaw Rd) |
Two-way protected cycle track on one side of roadway |
No parking |
Corridor Concept B: The key roadway features of this concept are shown in Table 2 below. This concept provides a two-way cycle track on the west side of De La Cruz Boulevard (between Central Expressway to Martin Avenue), which aligns with the Class I shared use path recently completed on De La Cruz Boulevard north of Central Expressway under the US 101/De La Cruz/Trimble Interchange project.
On De La Cruz Boulevard, between Martin Avenue and Reed Street, protected bicycle lanes are provided on both sides of De La Cruz Boulevard from Central Expressway to Reed Street and a two-way cycle track on one side of Coleman Avenue (from Reed Street to Brokaw Road).
Table 2: Corridor Concept B
|
Roadway Section |
Bicycle Facilities |
Parking |
|
De La Cruz Boulevard (Central Expy to Martin Ave) |
Two-way protected cycle track on one side of roadway |
No parking |
|
De La Cruz Boulevard (Martin Ave to Reed St) |
Class IV protected lane on west side and parking protected on the east side |
Parking on east side only |
|
Coleman Avenue (Reed St through the Tri-Level) |
Two-way protected cycle track on one side of roadway |
No parking |
|
Coleman Avenue (S/o Tri-Level to Brokaw Rd) |
Two-way protected cycle track on one side of roadway |
No parking |
Comparison of Concept A and Concept B: The difference between Concept A and Concept B is specific to the section of De La Cruz Boulevard from Central Expressway to Martin Avenue. For this section of De La Cruz Boulevard, Concept A includes Class IV protected and buffered bicycle lanes on both sides of the street, while Concept B includes a two-way cycle track on the west side of the street.
Intersection Crossings
As shown in the two overall corridor concepts, there are points along the De La Cruz Boulevard/Coleman Avenue corridor that require bicyclists to cross an intersection to access protected bicycle facilities. This is primarily due to the existing Class I path on the west side of De La Cruz Boulevard (north of Central Expressway) and the proposed two-way cycle track on the east side of Coleman Avenue. To facilitate these bicycle crossings, the Study recommends the installation of protected intersection improvements and bicycle signals to reduce potential conflicts between bicyclists and vehicles. Samples of potential intersection improvements are included in Attachment 6.
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. As this Study did not include vehicle lane reductions due to the high volume of traffic along these corridors, this analysis focused on key metrics such as potential collision reduction, potential speed reduction, parking availability, and potential Vehicle Miles Traveled (VMT) reduction. A summary table of the transportation analysis results and potential benefits for De La Cruz Boulevard and Coleman Avenue are included as Attachment 7 and Attachment 8.
Community Engagement
Community engagement was a major component of developing the Study and a variety of outreach strategies were used to seek input from stakeholders. Outreach was conducted during three phases of the project: existing conditions, concept development, and revised concepts. The following outreach methods were implemented over the course of Study development:
• Dedicated project website, phone number, and email address
• 3,000 postcards mailed to residents/businesses along the corridor (over 3 outreach rounds)
• Ten project informational roadway signs along the corridor (with QR code to City Website)
• Social media posts (i.e., Facebook, Twitter, Nextdoor)
• Inside Santa Clara articles
• City Hall News articles
• Three virtual community workshops
• Four Bicycle and Pedestrian Advisory Committee (BPAC) meetings
• One Senior Advisory Commission meeting
• One Parks and Recreation Commission meeting
• One Youth Commission meeting
• Two City Council small study sessions
• Four “pop-up” City Events (Bike to Work Day, Art & Wine Festival, Christmas Tree Lighting Ceremony, Caltrain Station)
• Three online surveys
• Site visit with BPAC
All community workshop presentations, recordings, and online surveys were posted on the project website.
Outreach Summary
Businesses, residents, and community members were provided multiple opportunities to provide feedback on the Study. Three surveys that covered both roadways were completed during the Study. The third and final online survey was open from January to February 2024 and received 41 public responses.
A summary of the voting results is provided in Table 3 below.
Table 3: Corridor Concept Preference Survey Summary
|
Roadway Concept |
% of First choice votes* |
|
Existing Conditions/No Build |
8% |
|
Corridor Concept A |
58% |
|
Corridor Concept B |
34% |
*Ranked choice voting
Implementation
Low and high end cost estimate ranges (in 2024 dollars) for the design and construction of each corridor concept were developed and are summarized in Table 4 below. At the lower end, the estimates reflect more “quick-build” features, such as flexible post delineators, and less extensive intersection improvements. At the higher end, the estimates reflect more permanent features, such as a full-depth median, and more extensive intersection improvements.
Table 4 - Low and High End Cost Estimates Per Corridor Concept
|
|
Low End Cost Estimate |
High End Cost Estimate |
|
Corridor Concept A |
$6.2 M |
$13.1 M |
|
Corridor Concept B |
$6.2 M |
$13.3 M |
*Estimates are in 2024 dollars.
Funding
Currently, there is no funding identified to design and construct any of the alternatives identified in the Study. If the Council selects a preferred concept, staff will begin the process to pursue funding opportunities for future design and construction phases.
These opportunities include:
• Local and Regional Grant Programs
o VTA 2016 Measure B
o Transportation Fund for Clean Air County Program Manager Fund
o One Bay Area Grant
o Transportation Development Act Article 3
• State & Federal Grant Programs
o California Active Transportation Program (ATP)
o Highway Safety Improvement Program
o Office of Traffic Safety Grant
o Safe Streets and Roads for All (SS4A)
o Road Maintenance and Rehabilitation Program
Bicycle and Pedestrian Advisory Committee (BPAC) Meeting and Feedback
On June 17, 2024, the City’s BPAC reviewed the final draft Study and voted by majority (five yes, zero no, four absent) to recommend that the City Council adopt a resolution accepting the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study.
The BPAC also voted by majority (five yes, zero no, four absent) to recommend Corridor Concept B as the preferred alternative. The BPAC discussed this concept as a safer transition for bicyclists from the east side of the street to the west side of the street at the intersection of De La Cruz Boulevard and Martin Avenue versus at Central Expressway. This concept acts as a continuation of the Class I shared use path at the US 101/De La Cruz/Trimble Interchange.
Additional Buffered Bicycle Lane Design Concept: Based on previous Council and BPAC concerns and feedback on proposed parking-protected bicycle facilities, staff prepared an additional roadway concept where parking is preserved along De La Cruz Boulevard between Martin Avenue and Reed Street. Although this design concept does not include protected bicycle facilities on the east side of De La Cruz Boulevard as proposed in the Santa Clara Bicycle Plan, this concept does provide enhanced bicycle facilities with a buffered bicycle lane (Class IIB) while maintaining parking along the curb as shown in Attachment 9.
Staff Recommendation
Based on a review of the concepts analysis findings, adjacent land uses, community input, and BPAC recommendation, staff recommends Corridor Concept B. This concept would act as a continuation of the recently constructed US 101/De La Cruz/Trimble Interchange Class I shared-use path providing an opportunity for bicyclists to remain on the west side of De La Cruz Boulevard when crossing Central Expressway. Additionally with Concept B, northbound bicyclists would transition from the east side of the street to the west side of the street at Martin Avenue which is a less congested cross-street than Central Expressway.
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
There is no immediate fiscal impact resulting from adoption of the Study. However, by adopting this Study, the City will increase its eligibility for grant funds to implement a preferred design concept, should one be selected by City Council. It is important to note that there will be future costs associated with implementing any of the proposed design concepts contained within the Study. The design and construction costs associated for the design concepts range from $6.2 to $13.3 million (in 2024 dollars). There is currently no dedicated funding source to design or construct any of the design concepts; however, staff can explore potential grant sources to fund the design and construction of a design concept, should one get selected by Council. Additionally, depending upon the Council selection, the preferred concepts could require a modification to the City street sweeping operations which may include the purchase of new equipment (i.e. smaller street sweeper) or new contractual services. If necessary, any additional costs will be proposed as a part of a future annual operating budget process once design and construction funding is obtained.
COORDINATION
The Study has been coordinated with the City Attorney’s Office, Community Development Department, Finance Department, BPAC, 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 clerk@santaclaraca.gov <mailto:clerk@santaclaraca.gov> or at the public information desk at any City of Santa Clara public library.
In early October, staff mailed notices to the businesses adjacent to the project corridor and utilized social media and City Hall News to distribute information regarding the October 22, 2024 City Council meeting regarding the Study and the potential parking removal design options.
ALTERNATIVES
1. Adopt a resolution accepting the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study.
2. Approve the No Build Option as the preferred alternative.
3. Approve Corridor Concept A as the preferred alternative and adopt a resolution amending parking regulations to remove on-street parking on the west side of De La Cruz Boulevard between Central Expressway and Reed Street.
4. Approve Corridor Concept B as the preferred alternative and adopt a resolution amending parking regulations to remove on-street parking on the west side of De La Cruz Boulevard between Central Expressway and Reed Street.
5. Adopt a resolution establishing no parking zones as necessary on De La Cruz Boulevard and Coleman Avenue to accommodate the approved bicycle facilities.
RECOMMENDATION
Recommendation
Alternatives 1, 4, and 5:
1. Adopt a resolution accepting the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study;
4. Approve Corridor Concept B as the preferred alternative and adopt a resolution amending parking regulations to remove on-street parking on the west side of De La Cruz Boulevard between Central Expressway and Reed Street; and
5. Adopt a resolution establishing no parking zones as necessary on De La Cruz Boulevard and Coleman Avenue to accommodate the approved bicycle facilities.
Staff
Reviewed by: Craig Mobeck, Director of Public Works
Approved by: Jovan D. Grogan, City Manager
ATTACHMENTS
1. Initial Project Study Area
2. De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study
3. Final Project Study Area
4. Design Concepts
5. Overall Corridor Concepts
6. Samples of Potential Intersection Improvements
7. Transportation Analysis Summary
8. Potential Benefits Summary
9. Additional De La Cruz Boulevard Buffered Bicycle Lane Design Concept
10. Resolution to Accept the De La Cruz Boulevard/Coleman Avenue Bikeway Planning Study
11. Resolution to Remove On-Street Parking on the Westside of De La Cruz Boulevard between Central Expressway and Reed Street
12. Resolution Establishing No Parking Zones as Necessary on De La Cruz Boulevard and Coleman Avenue to Accommodate the Approved Bicycle Facilities