REPORT TO COUNCIL
SUBJECT
Title
Action on Resolutions Accepting the Walsh/Martin 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 Walsh/Martin Avenue Bikeway Planning Study (Study) is a planning-level document that identifies 1.7 miles of potential bicycle improvements along Walsh Avenue between Bowers Avenue and Lafayette Street and 0.5 miles of Martin Avenue between Lafayette Street and De La Cruz Boulevard. 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. Three 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 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 Walsh and Martin Avenues are priority projects in the Santa Clara Bicycle Plan, and Council approved a professional services agreement for the Study with TJKM Transportation Consultants, with work on the project beginning in January 2023.
The effort has been coordinated with the City’s BPAC, Senior Advisory Commission, Parks and Recreation Commission, Youth Commission, various stakeholders (including the Santa Clara Unified School District), 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 the City Council consider adopting the Study, and also recommended a preferred design option.
The Study provides draft roadway concepts and potential enhancements to improve bicycling along Walsh and Martin Avenues 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 Capital Projects Program or the California Transportation Commission Active Transportation Program (ATP) in order to move forward with design and construction. 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 through a comprehensive integrated transportation network serving all modes of transportation.
DISCUSSION
This planning-level document focuses on a 1.7-mile section of Walsh Avenue between Bowers Avenue and Lafayette Street and a 0.5-mile section of Martin Avenue between Lafayette Street and De La Cruz Boulevard (Attachment 1). 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 and lane reductions.
The Study (Attachment 2) is divided into five chapters which include:
(1) Introduction and Background
(2) Existing Conditions
(3) Corridor Alternative Concepts & Analysis
(4) Community Engagement
(5) Recommendations
An Appendix is also included with detailed information on existing conditions, parking utilization analysis, traffic 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/walsh-martin-avenue-class-iv-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 Walsh and Martin Avenues to improve local and regional bike access. The Santa Clara Bicycle Plan identifies a Class IV protected and buffered bikeway along both corridors. Additionally, Walsh and Martin Avenues are identified as part of future priority “Cross County Bicycle Corridors” in the VTA’s Santa Clara Countywide Bicycle Plan Update 2018.
Walsh Avenue: Walsh Avenue between Bowers Avenue and San Tomas Expressway is a four-lane east-west roadway running parallel to Central Expressway with a posted speed limit of 35 mph with varying roadway characteristics as noted in Table 1 below:
Table 1: Walsh Avenue Existing Roadway Characteristics
|
Section along Walsh Ave |
Roadway Width |
# of Travel Lanes |
Two-Way Center or Left Turn Lane |
Bicycle Lanes |
Parking |
|
Bowers Ave to 400 feet e/o Bowers Ave |
80 to 64 feet |
4 |
Yes |
Yes. 7-foot striped bike lane |
No |
|
400 feet e/o Bowers Ave to San Tomas Aquino Creek Bridge |
64 feet |
4 |
Yes |
Yes. 5-foot striped bike lane |
No |
|
Along San Tomas Aquino Creek Bridge |
64 feet |
4 |
Yes |
No. Share the roadway |
No |
|
San Tomas Aquino Creek Bridge to Martin Ave |
64 to 80 feet |
4 |
Yes |
5-foot bike lanes east of San Tomas Expy |
Parking east of San Tomas Expressway. |
|
Martin Ave to Lafayette St |
64 feet |
4 |
No |
No |
Yes. Both sides of street |
There are four transit stops for VTA’s Altamont Corridor Express (ACE) Yellow Shuttle Service along the north side of Walsh Avenue and adjacent land uses are predominantly office buildings, industrial parks, and surface parking lots.
Martin Avenue: Martin Avenue between Lafayette Street and De La Cruz Boulevard is a 64-foot wide four-lane east-west roadway with roadway characteristics as noted in Table 2 below. This section of Martin Avenue also includes an at-grade rail crossing facility operated by the Union Pacific Railroad Company. Adjacent land uses are predominantly industrial buildings and surface parking lots.
Table 2: Martin Avenue Existing Roadway Characteristics
|
Section along Martin Avenue |
Roadway Width |
# of Travel Lanes |
Two-Way Center or Left Turn Lane |
Bicycle Lanes |
Parking |
|
Lafayette Street to De La Cruz Boulevard |
64 feet |
4 |
No |
No |
Yes. Both sides of street |
Existing Conditions
Staff collected data and completed traffic analyses to evaluate the existing conditions on the roadway across key metrics including safety, traffic operations, 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.
Safety
Recent available collision data was analyzed for the period of January 2017 through December 2022. This analysis found a total of 52 reported collisions occurred on Walsh Avenue during this timeframe. Of the 52 collisions, one collision involved a bicyclist, one involved a pedestrian, and 9 collisions resulted in visible injuries. No collisions involving a fatality or severe injury were recorded along Walsh Avenue.
On Martin Avenue, 23 reported collisions occurred during this timeframe. None of the collisions involved a pedestrian or bicyclist and two of the collisions resulted in visible injuries. No collisions involving a fatality or severe injury were recorded along Martin Avenue.
Vehicle Speeds
Speed data was collected at four locations along both study corridors for a seven-day period during peak and non-peak periods. Walsh Avenue speed survey data found that 85th percentile speeds (the speed at which 85 percent of all motorists travel at or below) ranged between 39 and 44 miles per hour (mph) with 52 percent of vehicles exceeding the posted 35 mph speed limit.
Martin Avenue speed survey data found that 85th percentile speeds (the speed at which 85 percent of all motorists travel at or below) ranged between 41 and 44 mph with 59 percent of drivers exceeding the posted 35 mph speed limit.
Traffic Operations
A traffic operations analysis was completed including both study corridors and surrounding areas. As both Walsh Avenue and Martin Avenue are in close proximity to each other, a combined intersection Level of Service (LOS) analysis was completed which included 23 intersections along Walsh Avenue, Martin Avenue, and other nearby roadways including Central Expressway, Scott Boulevard, Reed Street, and Lafayette Street. The traffic operations analysis evaluated the current 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.
Based on the analysis, 21 of 23 intersections operate acceptably during the AM peak hours (7:00 - 9:00 a.m.) and 20 of 23 intersections operate acceptably during the PM peak hours (4:00 - 6:00 p.m.). The two intersections that currently do not meet the policy standards in the AM peak hour are:
• Central Expressway and De La Cruz Boulevard (County)
• Monroe Street and Scott Boulevard (City)
The three intersections that currently do not meet the policy standards in the PM peak hours are:
• Walsh Avenue and Bowers Avenue (City)
• Walsh Avenue/Northwestern Parkway (City)
• Walsh Avenue/Martin Avenue (City)
Travel Time
A travel time analysis was completed to evaluate the time it takes to travel the entire length of the study corridors in a car at multiple periods (weekday morning between 7:00 and 9:00 a.m., midday between 1:30 and 3:30 p.m., evening between 4:00 and 6:00 p.m., and on Saturday between 11:30 a.m. and 1:30 p.m.).
During the busiest time of day travelling westbound (AM peak period), it takes an average of 5 minutes and 51 seconds to travel on Walsh Avenue and 2 minutes and 35 seconds on Martin Avenue. During the busiest time of day travelling eastbound (PM peak period), it takes an average of 5 minutes and 23 seconds to travel on Walsh Avenue and 2 minute and 33 seconds on Martin Avenue.
Parking Analysis
A parking analysis was completed to determine parking occupancy along Walsh Avenue and Martin Avenue. Parking counts were collected along both sides of each street on three weekdays (Thursday, Friday, and Tuesday) on April 6, 7, and 11, and on Saturday, April 8, 2023. Staff conducted counts during three peak parking periods (9-11 a.m., 12-2 p.m., and 11 p.m.-1 a.m.) and counts were also collected on all side streets within 500 feet of Walsh and Martin Avenues. Overall, 63 percent of parking spaces were available on Walsh Avenue and 76 percent of parking spaces were available on Martin Avenue.
Walsh Avenue Potential Concepts
As noted above, the roadway widths and characteristics on Walsh Avenue (between Bowers Avenue and Lafayette Street) vary along the corridor. To simplify the analysis and in an effort to make the roadway consistent, concepts were prepared for two roadway widths on Walsh Avenue (80-foot wide and 64-foot wide). For the 80-foot section there is one roadway concept and a no-build option. For the 64-foot section, the Study identifies three roadway concepts and a no-build option. These concepts were developed and modified based on feedback from the community, commissions, committees, and Council (Attachment 3). It is important to note that to incorporate the proposed bicycle protection, the concepts show the installation of a vertical post 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 sweeping operations along Walsh Avenue.
Each concept is summarized below:
WALSH AVENUE 80-FOOT-WIDE TYPICAL SECTION
Existing Conditions/No Build
This scenario does not implement any improvements on the 80-foot-wide section of Walsh Avenue and maintains the existing condition. There are four vehicle travel lanes (two in each direction), a two-way center turn lane, no parking and 7-foot-wide bike lanes on both sides of the street.
Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking
This concept maintains four travel lanes, a two-way center turn lane, no parking, and adds a protected and buffered (Class IV) bikeway on both sides of the street by reducing travel lane widths to 11-feet. Vertical posts would be installed in the roadway to achieve both the protected and buffered bikeway.
WALSH AVENUE 64-FOOT-WIDE TYPICAL SECTION
Existing Conditions/No Build
This scenario does not implement any improvements on the 64-foot-wide section of Walsh Avenue and maintains the existing condition. There are four vehicle travel lanes (two in each direction) and other roadway characteristics (i.e. parking, two-way center turn lane) that vary along these portions of Walsh Avenue.
Four Lanes, Protected/Buffered Bikeway, Remove Parking
This concept maintains four travel lanes, 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. To implement this concept, the existing two-way center turn lane on Walsh Avenue (starting from 400-feet east of Bowers Avenue to San Tomas Aquino Creek Bridge) would be removed. Existing parking on Walsh Avenue (between Martin Avenue and Lafayette Street) would also be removed. Removing these roadway features provides the necessary space to add these bicycle improvements. Vertical posts would be installed in the roadway to achieve both the protected and buffered bikeway.
Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side
This concept maintains four travel lanes, has no parking on one side of the street, adds a protected and buffered (Class IV) bikeway on one side of the street (with five feet of bikeway and two feet of buffer with vertical roadway posts), and adds a parking protected bikeway on the other side of the street. 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. In an effort to increase the visibility of cyclists on the parking protected portion of the roadway, additional parking restrictions are recommended on the northside of the roadway next to driveways and intersections. Additionally, implementing this concept necessitates the removal of the existing two-way center turn lane on Walsh Avenue (starting from 400-feet east of Bowers Avenue to San Tomas Aquino Creek Bridge). Existing parking on the south side of Walsh Avenue (between Martin Avenue and Lafayette Street) would also be removed. Removing these roadway features on Walsh Avenue provides the necessary space to add these bicycle improvements and enhances the visibility of cyclists.
Two Lanes, Parking Protected Bike Lanes, Center Turn Lane
This concept installs a parking protected bikeway on both sides of Walsh Avenue, removes one travel lane in each direction, adds a two-way center turn lane, and maintains a majority of the existing parking on both sides of the street (between Martin Avenue and Lafayette 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 travel lane. In an effort to increase the visibility of cyclists, additional parking restrictions are recommended on the northside of the roadway next to driveways and intersections.
Martin Avenue Potential Concepts
The Study identifies three roadway concepts and a no-build option for Martin Avenue (between Lafayette Street and De La Cruz Boulevard) that were developed and modified 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 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 sweeping operations along Walsh Avenue. Each concept is summarized below:
Existing Conditions/No Build
This scenario does not implement any improvements on Martin Avenue and maintains the existing condition. There are four vehicle travel lanes (two in each direction), parking is maintained on both sides of the streets and no new bicycle facilities are installed.
Four Lanes, Protected/Buffered Bikeway, Remove Parking
This concept maintains four travel lanes, 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. To implement this concept on Martin Avenue, existing parking on both sides of Martin Avenue (between Lafayette Street and De La Cruz Boulevard) would be removed. Removing parking provides the necessary space to add these bicycle improvements.
Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side
This concept maintains four travel lanes, has no parking on one side of the street, adds a protected and buffered (Class IV) bikeway on one side of the street (with five feet of bikeway and two feet of buffer with vertical roadway posts), and adds a parking protected bikeway on the other side of the street. 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. In an effort to increase the visibility of cyclists, additional parking restrictions are recommended on the northside of the roadway next to driveways and intersections. Additionally, to implement this concept, existing parking on the south side of Martin Avenue (between Lafayette Street and De La Cruz Boulevard) would be removed. Removing parking on Martin Avenue provides the necessary space to add these bicycle improvements and to provide enhanced visibility of cyclists next to parking.
Two Lanes, Parking Protected Bike Lanes, Center Turn Lane
This concept installs a parking protected bikeway on both sides of Martin Avenue, removes one travel lane in each direction, adds a two-way center turn lane, and maintains a majority of the existing parking on both sides of the street (between Lafayette Street and De La Cruz Boulevard). 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. In an effort to increase the visibility of cyclists, additional parking restrictions are recommended on the northside of the roadway next to driveways and intersections.
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. This analysis evaluated the changes in key metrics including potential collision reduction, potential speed reduction, parking availability, corridor travel times along the study portion of Walsh Avenue and Martin Avenue, potential traffic diversion, LOS changes, and potential Vehicle Miles Traveled (VMT) reduction. Summary tables of the transportation analysis results and potential benefits for Walsh Avenue are included as Attachment 5 and Attachment 6. Summary tables of the transportation analysis results and potential benefits for Martin 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 traffic analyses. The following outreach methods were implemented throughout Study development:
• City website & forum for the community to submit comments
• Dedicated project email address and phone number
• Four BPAC Meetings
• One Senior Advisory Commission Meeting
• One Parks and Recreation Commission Meeting
• One Youth Commission Meeting
• Three Community workshops
• Five City Events (Earth Day/Arbor Day, Bike to Work Day, Santa Clara Art and Wine Festival, Holiday Tree Lighting Ceremony, and Caltrain Commuter Outreach)
• Three online interactive surveys
• Project signs installed along the study corridors
• Three rounds of postcard notifications sent to 1,000 residential and business addresses most proximate to the corridor (3,000 postcards total)
• Social media posts
• City News Articles & City Manager Newsletter
• Inside Santa Clara Articles
All community workshop presentations, recordings, and online surveys were posted on the project website.
Outreach Summary
Residents were provided multiple opportunities to share feedback on the project. Three surveys that covered both corridors were completed during the Study. The third and final online survey was open from January 16 to February 25, 2024 and received 45 public responses. 59 percent of respondents commute regularly along the Walsh Avenue corridor, with 39 percent living or working directly along it, and 37 percent crossing it regularly. 43 percent of respondents commute regularly along the Martin Avenue corridor, with 36 percent crossing it regularly and 28 percent living or working within a few blocks of Martin Avenue.
The project team used ranked choice voting to determine which alternative had majority support from the public. The results are as follows:
• Walsh Avenue 80-foot-wide section - the greatest voter support was for the concept titled “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking.”
• Walsh Avenue 64-foot-wide typical section, the greatest voter support was for the concept titled “Two Lanes, Parking Protected Bike Lanes, Center Turn Lane.”
• Martin Avenue 64-foot-wide typical section, the greatest voter support was for the concept titled “Two Lanes, Parking Protected Bike Lanes, Center Turn Lane.”
A summary of the voting results for each corridor is provided in Tables 3 and 4 below.
Table 3: Design Concept Preference Survey Summary
Walsh Avenue
|
Roadway Width |
Roadway Concept |
% of First choice votes* |
|
80-foot wide |
Existing Conditions/No Build |
26% |
|
80-foot wide |
Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking |
74% |
|
|
|
64-foot wide |
Existing Conditions/No Build |
16% |
|
64-foot wide |
Four Lanes, Protected/Buffered Bikeway, Remove Parking |
30% |
|
64-foot wide |
Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side |
16% |
|
64-foot wide |
Two Lanes, Parking Protected Bike Lanes, Center Turn Lane |
39% |
*Ranked choice voting
Table 4: Design Concept Preference Survey Summary
Martin Avenue
|
Roadway Width |
Roadway Concept |
% of First choice votes* |
|
64-foot wide |
Existing Conditions/No Build |
16% |
|
64-foot wide |
Four Lanes, Protected/Buffered Bikeway, Remove Parking |
30% |
|
64-foot wide |
Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side |
7% |
|
64-foot wide |
Two Lanes, Parking Protected Bike Lanes, Center Turn Lane |
47% |
*Ranked choice voting
Implementation
Cost estimates (in 2024 dollars) for the design and construction of each roadway concept were developed and are summarized in Table 5 for Walsh Avenue and Table 6 for Martin Avenue.
Table 5: Cost Estimates Per Roadway Concept (Walsh Avenue)*
|
Roadway Concept |
Cost Estimate* |
|
Existing Conditions/No Build |
$0 |
|
Four Lanes, Protected/Buffered Bikeway, Maintain No Parking |
$2.2 million** |
|
Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One-Side |
$2.2 million** |
|
Two Lanes, Parking Protected Bike Lanes, Center Turn Lane |
$2.1 million** |
*Estimates are in 2024 dollars.
**These estimates include costs to improve the 80-foot wide section of Walsh Avenue per the roadway concept titled, “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking.”
Table 6: Cost Estimates Per Roadway Concept (Martin Avenue)
|
Roadway Concept |
Cost Estimate* |
|
Existing Conditions/No Build |
$0 |
|
Four Lanes, Protected/Buffered Bikeway, Remove Parking |
$1.5 million |
|
Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side |
$1.5 million |
|
Two Lanes, Parking Protected Bike Lanes, Center Turn Lane |
$1.4 million |
*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 (5 yes, 0 no, 4 absent) to recommend that the City Council adopt a resolution adopting the Walsh/Martin Avenue Bikeway Planning Study.
The BPAC voting results for each corridor are as follows:
• Walsh Avenue 80-foot-wide section - 5 yes, 0 no, and 4 absent to recommend the roadway concept titled “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking.”
• Walsh Avenue 64-foot-wide section - 5 yes, 0 no, and 4 absent to recommend the roadway concept titled “Four Lanes, Protected/Buffered Bikeway, Remove Parking.”
• Martin Avenue- BPAC voted 5 yes, 0 no, and 4 absent to recommend the roadway concept titled “Four Lanes, Protected/Buffered Bikeway, Remove Parking.”
Additional Buffered Bicycle Lane Design Concepts: Based on a previous Council and BPAC concerns and feedback on proposed parking-protected bicycle facilities, staff prepared two additional roadway concepts where parking is preserved along both Walsh Avenue and Martin Avenue. Although these design concepts do not include protected bicycle facilities as proposed in the Santa Clara Bicycle Plan, these concepts do provide enhanced bicycle facilities with a buffered bicycle lane (Class IIB) while maintaining parking along the curb as shown in Attachment 9. These concepts apply to the 64-foot-wide sections of Walsh Avenue and Martin Avenue.
Staff Recommendation
Based on the concept analysis findings, community input, and BPAC recommendations, staff recommends the following roadway concepts for Walsh Avenue and Martin Avenue as the preferred alternatives:
Walsh Avenue
• 80-foot-wide section - “Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking”.
• 64-foot-wide section - “Four Lanes, Protected/Buffered Bikeway, Remove Parking.”
Martin Avenue - “Four Lanes, Protected/Buffered Bikeway, Remove Parking.”
These alternatives meet the goals of the study while minimizing impacts to roadway traffic. It is estimated that parking demand can be accommodated by the adjacent surface parking lots and side streets.
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 the 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 a future cost 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 $2.1M - $2.2M for Walsh Avenue and $1.4M - $1.5M for Martin Avenue (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.
ALTERNATIVES
1. Adopt a resolution accepting the Walsh/Martin Avenue Bikeway Planning Study.
Walsh Avenue 80-foot-wide Section
2. Approve one of the following Roadway Concepts for the 80-foot-wide section of Walsh Avenue:
a. No Build Option.
b. Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking.
Walsh Avenue 64-foot-wide section
3. Approve one of the following Roadway Concepts for the 64-foot-wide section of Walsh Avenue:
(Alternatives 3a - 3d Maintain Four Lanes of Traffic)
a. No Build Option.
b. Four Lanes, Protected/Buffered Bikeway, Remove Parking and
adopt a resolution amending parking regulations to remove on-street parking on both sides of Walsh Avenue between San Tomas Expressway and Lafayette Street.
c. Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side and
adopt a resolution amending parking regulations to remove on-street parking on the southside of Walsh Avenue between San Tomas Expressway and Lafayette Street.
d. Four Lanes, Buffered Bike Lanes, Remove Parking on One Side and
adopt a resolution amending parking regulations to remove on-street parking on the southside of Walsh Avenue between San Tomas Expressway and Lafayette Street.
(Alternatives 3e - 3f Remove Two Lanes of Traffic)
e. Two Lanes, Parking Protected Bike Lanes, Center Turn Lane.
f. Two Lanes, Buffered Bike Lanes, Center Turn Lane, Maintain Parking.
Martin Avenue
4. Approve one of the following Roadway Concepts for Martin Avenue:
(Alternatives 4a - 4d Maintain Four Lanes of Traffic)
a. No Build Option.
b. Four Lanes, Protected/Buffered Bikeway, Remove Parking and
adopt a resolution amending parking regulations to remove on-street parking on both sides of Martin Avenue between Lafayette Street and De La Cruz Boulevard.
c. Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side and
adopt a resolution amending parking regulations to remove on-street parking on the southside Martin Avenue between Lafayette Street and De La Cruz Boulevard.
d. Four Lanes, Buffered Bike Lanes, Remove Parking on One Side and
adopt a resolution amending parking regulations to remove on-street parking on the southside of Martin Avenue between Lafayette Street and De La Cruz Boulevard.
(Alternatives 4e - 4f Remove Two Lanes of Traffic)
e. Two Lanes, Parking Protected Bike Lanes, Center Turn Lane.
f. Two Lanes, Buffered Bike Lanes, Center Turn Lane, Maintain Parking.
Walsh Avenue and Martin Avenue
5. Adopt a resolution to establish no parking zones as necessary on Walsh Avenue between Bowers Avenue and Lafayette Street and Martin Avenue between Lafayette Street and De La Cruz Boulevard.
RECOMMENDATION
Recommendation
Alternatives 1, 2b, 3b, 4b, and 5.
1. Adopt a resolution accepting the Walsh/Martin Avenue Bikeway Planning Study;
2b. Approve the roadway concept Four Lanes, Protected/Buffered Bikeway, Center Turn Lane, Maintain No Parking for the 80-foot-wide section of Walsh Avenue;
3b. Approve the roadway concept Four Lanes, Protected/Buffered Bikeway, Remove Parking for the 64-foot-wide section of Walsh Avenue; adopt a resolution amending parking regulations to remove on-street parking on both sides of Walsh Avenue between San Tomas Expressway and Lafayette Street
4b. Approve the roadway concept Four Lanes, Protected/Buffered Bikeway, Remove Parking for Martin Avenue; adopt a resolution amending parking regulations to remove on-street parking on both sides of Martin Avenue between Lafayette Street and De La Cruz Boulevard; and
5. Adopt a resolution to establish no parking zones as necessary on Walsh Avenue between Bowers Avenue and Lafayette Street and Martin Avenue between Lafayette Street and De La Cruz Boulevard.
Staff
Reviewed by: Craig Mobeck, Director of Public Works
Approved by: Jovan D. Grogan, City Manager
ATTACHMENTS
1. Project Location Map
2. Walsh/Martin Avenue Bikeway Planning Study
3. Walsh Avenue Bikeway Design Concepts
4. Martin Avenue Bikeway Design Concepts
5. Transportation Analysis Summary - Walsh Avenue
6. Potential Benefits Summary - Walsh Avenue
7. Transportation Analysis Summary - Martin Avenue
8. Potential Benefits Summary - Martin Avenue
9. Additional Buffered Bicycle Lane Design Concepts
10. Resolution to Adopt the Walsh/Martin Avenue Bikeway Planning Study
11. Resolution to Remove Parking on both sides Walsh Avenue to Implement Roadway Concept titled - “Four Lanes, Protected/Buffered Bikeway, Remove Parking”
12. Resolution to Remove Parking on the Southside of Walsh Avenue to Implement Roadway Concept titled - “Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side”
13. Resolution to Remove Parking on both sides of Martin Avenue to Implement Roadway Concept titled - “Four Lanes, Protected/Buffered Bikeway, Remove Parking”
14. Resolution to Remove Parking on the Southside of Martin Avenue to Implement Roadway Concept titled - “Four Lanes, Protected/Buffered and Parking Protected Bikeways, Remove Parking on One Side”
15. Resolution to Establish No Parking zones as necessary on Walsh Avenue between Bowers Avenue and Lafayette Street and Martin Avenue between Lafayette Street and De La Cruz Boulevard