REPORT TO COUNCIL
SUBJECT
Title
Action on Resolutions Accepting the Benton Street 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 Benton Street Bikeway Planning Study (Study) is a planning-level document that identifies 2.7 miles of potential bicycle improvements along Benton Street from Dunford Way to Lincoln Street. The goal of the Study is to identify bicycle infrastructure improvements that will close bicycle network gaps, increase mobility, and encourage the public to choose more sustainable modes of transportation. Several concepts have been developed for adding bicycle facilities along the study corridor and include potential parking and lane removals.
These proposed concepts and improvements were developed based on an analysis of the study corridor, 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 with 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. If Council chooses a preferred design concept, the project will move forward to the design and construction phases because it already has funding.
BACKGROUND
Bicycle improvements along Benton Street from Dunford Way to Lincoln Street are a priority project in the Santa Clara Bicycle Plan. On September 1, 2020, Council approved a budget amendment allocating Santana West Settlement Agreement funding for the Benton Bicycle Lanes Project that included study and implementation of bicycle improvements on Benton Street between Dunford Way and Lincoln Street. In January 2023 Council approved a professional services agreement for the Study with Alta Planning + Design.
This 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 City Council consider adopting the Study, as well as recommended preferred design options.
The Study provides draft roadway concepts and potential enhancements to improve bicycling along Benton Street consistent with the Santa Clara Bicycle Plan. Adopting this Study and selecting a design concept will allow the City to move forward with implementation as there is currently design and construction funding in the project budget. Additionally, it will help promote and advance the City’s Complete Streets Policy, which has a goal of creating and maintaining streets that provide safe, comfortable, and convenient travel through a comprehensive integrated transportation network serving all modes of transportation.
DISCUSSION
This planning-level document focuses on a 2.7 miles section of Benton Street from Dunford Way to Lincoln Street (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 both 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 reviewed and downloaded from the project webpage: <https://www.santaclaraca.gov/our-city/departments-g-z/public-works/engineering/traffic-engineering/bicycle-and-pedestrian-projects/benton-street-bikeway-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 Benton Street to improve local and regional bike access including destinations such as the Franklin Mall (future downtown area), the existing Santa Clara Caltrain Station and the future Santa Clara BART Station. The Santa Clara Bicycle Plan Update identifies a Class IIB buffered bike lane along the study corridor from Dunford Way to San Tomas Expressway and a Class IIIB bicycle boulevard (share the road with traffic calming features) from San Tomas Expressway to Lincoln Street. Benton Street is also identified as a future priority “Cross County Bicycle Corridor” in the VTA’s Santa Clara Countywide Bicycle Plan Update 2018 as it connects to planned bicycle facilities on Dunford Way in the City of Sunnyvale, Lincoln Street near Santa Clara City Hall, and recently installed bicycle improvements on Benton Street near Franklin Mall.
The Benton Street study corridor is primarily fronted by residential uses and schools, including Santa Clara High School and Wilson High School. There are also many important community destinations, including Earl R. Carmichael Park, Central Park and Library, Carli Park, and the San Tomas Aquino Creek Trail. Benton Street between Dunford Way and Lincoln Street is an east-west roadway running parallel between El Camino Real and Homestead Road with varying roadway characteristics as noted in Table 1 below:
Table 1: Benton Street Existing Roadway Characteristics
|
Section along Benton Street |
Roadway Width |
Speed Limit |
# of Travel Lanes |
Two-Way Center or Left Turn Lane |
Bicycle Lanes |
Parking |
|
Dunford Way to Lawrence Expy (0.1 miles) |
60 feet |
25 mph |
2 |
No |
No |
Yes. Both sides of street |
|
Lawrence Expy to Maryann Dr (1.7 miles) |
64 feet |
30 mph |
4 |
No* |
No |
Yes. Both sides of street** |
|
Maryann Dr to Lincoln St (0.8 miles) |
38 feet |
25 mph |
2 |
No |
No |
Yes. Both sides of street |
* There is an existing two-way center turn lane on Benton Street in front of Santa Clara High School
** There is no parking allowed along the southside of Benton Street in front of Santa Clara High School
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 122 collisions occurred during this timeframe. Of the 122 collisions, two collisions resulted in severe injuries, 16 collisions involved a bicyclist, and four collisions involved a pedestrian. There were no fatalities and for the two collisions that involved severe injury both included bicyclists.
Vehicle Speeds
Speed data was collected at six locations along the study corridor for a seven-day period during peak and non-peak periods. For the segment of Benton Street between Lawrence Expressway and Maryann Drive, speed survey data found that the 85th percentile speeds (the speed at which 85 percent of all motorists travel at or below) ranged between 36 and 41 miles per hour (mph) with 78 percent of vehicles exceeding the posted 30 mph speed limit. Along Benton Street between Maryann Drive and Lincoln Street, the 85th percentile speeds ranged between 33 and 34 mph with 83 percent of vehicles exceeding the posted 25 mph speed limit.
Traffic Operations
Detailed traffic modeling was completed throughout the study corridor and 36 intersections were analyzed along Benton Street, El Camino Real, and Homestead Road. The traffic analysis evaluated the current Level of Service (LOS) for each study intersection based on criteria established in the City’s Transportation Analysis Policy. Per City policy, intersections on City-owned streets should meet Level of Service D or better and per County policy intersections on County-owned and operated expressways should meet Level of Service E or better.
Based on the analysis, 33 of 36 intersections operate acceptably during the AM peak hours (7:00 - 9:00 a.m.) and 33 of 36 intersections operate acceptably during PM peak hours (4:00 - 6:00 p.m.). The three intersections that currently do not meet LOS standards in the AM peak hours are:
• Benton Street and Kiely Boulevard (City)
• Homestead Road and Kiely Boulevard (City)
• Homestead Road and Pomeroy Avenue (City)
The three intersections that currently do not meet LOS standards in the PM peak hour are:
• Benton Street and Kiely Boulevard (City)
• Homestead Road and Kiely Boulevard (City)
• Homestead Road and Lawrence Expressway (County)
Travel Time
A travel time analysis was completed to evaluate the time it takes to travel the entire length of the study corridor 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 15 minutes and 39 seconds to travel the entire study corridor. During the busiest time of day going eastbound (PM peak period) it takes 13 minutes and 40 seconds to travel the entire study corridor. The AM peak period includes a high level of traffic from the high school, whereas PM peak period includes more commute traffic and less school traffic.
Parking Analysis
A parking analysis was completed to determine parking occupancy along Benton Street. Parking counts were collected along both sides of Benton Street between Dunford Way and Lincoln Street on three consecutive weekdays (Tuesday through Thursday) on April 4, 5, and 6, and on Saturday, April 8, 2023. Staff conducted counts during three peak parking periods (7 - 9 a.m., 11 a.m.- 2 p.m., and 2 - 4 a.m.) and counts were also collected on all side streets within 500 feet of Benton Street. Overall, 73 percent of parking spaces were available.
Potential Corridor Alternative Concepts
The roadway widths and characteristics on Benton Street vary along the study corridor and because of this, separate concepts were prepared for three roadway widths (60-foot wide, 64-foot wide, and 38-foot wide). For the 60-foot-wide section there is one roadway concept and a no-build option. For both the 64-foot-wide and 38-foot-wide sections, the Study identifies three roadway concepts for each section and a no-build option. These concepts were developed and modified based on feedback from the community, commissions, committees, and Council (Attachment 3).
Each concept is summarized below:
BENTON STREET 60-FOOT-WIDE TYPICAL SECTION
(Dunford Way to Lawrence Expressway)
Existing Conditions/No Build
This scenario does not implement any improvements on the 60-foot-wide section of Benton Street between Dunford Way and Lawrence Expressway and maintains the existing condition. There are two 20-foot-wide traffic lanes (one in each direction), no bicycle lanes, and parking on both sides.
Two Lanes, Buffered Bike Lanes, Parking on Both Sides
This concept maintains two travel lanes but reduces the lane width from 20 feet to 12 feet. Parking is maintained on both sides of the street. An eight-foot-wide buffered bicycle lane (Class IIB) is added to each side of the street, with five feet of bikeway and three feet of buffer.
BENTON STREET 64-FOOT-WIDE TYPICAL SECTION
(Lawrence Expressway to San Tomas Expressway)
Existing Conditions/No Build
This scenario does not implement any improvements on the 64-foot-wide section of Benton Street between Lawrence Expressway and San Tomas Expressway and maintains the existing condition. There are four traffic lanes (two in each direction), parking is maintained on both sides, and no new bicycle facilities are installed.
Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides
This concept removes one travel lane in each direction, adds a two-way center left-turn lane and maintains parking on both sides. An eight-foot-wide buffered bicycle lane (Class IIB) is added to each side of the street, with five feet of bikeway and three feet of buffer. As there is currently no parking on the south side of Benton Street along Santa Clara High School, this concept includes wider bicycle facilities and a protected and buffered bicycle facility (Class IV) adjacent to the school to provide enhanced bicycle safety for students and deter stopping in the bicycle lane during school drop-off.
Two Lanes, Parking-Protected Bike Lanes, Center Turn Lane
This concept removes one travel lane in each direction and adds a two-way center left-turn lane. An eight-foot-wide protected and buffered bikeway (Class IV) is added to each side of the street in this concept, with five feet of bikeway and three feet of buffer with parking as the protection (i.e. parking protected). Parking is maintained on both sides of the street, but it is shifted towards the center of the street to act as a vertical separation between the bikeway and the vehicle travel lane. As there is currently no parking on the south side of Benton Street along Santa Clara High School, this concept includes wider bicycle facilities and a protected and buffered bicycle facility (Class IV) adjacent to the school to provide enhanced bicycle safety for students and deter stopping in the bicycle lane during school drop-off.
Four Lanes, Buffered Bike Lanes, Remove Parking on One Side
This concept maintains four travel lanes and removes parking on one side of Benton Street. A seven-foot-wide buffered bicycle lane (Class IIB) is added to each side of the street, with five feet of bikeway and two feet of buffer. Based on overall parking inventory along Benton Street, it is recommended that parking along the south side of the street be removed in this option. Parking would be removed when the City moves forward with construction of this concept. Along Santa Clara High School, an eight-foot wide protected and buffered bikeway (Class IV) would be added, maintaining four lanes of travel (plus a center-turn lane), removing parking on the north side of the street, and installing a five-foot bike lane on the other side of the street from the high school.
BENTON STREET 38-FOOT-WIDE TYPICAL SECTION
(Maryann Drive to Lincoln Street)
Existing Conditions/No Build
This scenario does not implement any improvements on the 38-foot-wide section of Benton Street between Maryann Drive and Lincoln Street and maintains the existing condition. There are two travel lanes, no bicycle lanes, and parking on both sides.
Bicycle Boulevard with Traffic Calming, Parking on Both Sides
This concept maintains two travel lanes and parking on both sides. A Bicycle Boulevard (Class IIIB) would be implemented which includes shared travel lanes (vehicles and bicyclists) and traffic calming measures to promote safe travel for all users of the shared facility. Traffic calming measures to be considered include things such as speed feedback signs, curb bulb outs, or speed humps.
Buffered Bike Lanes, Remove Parking on Both Sides
This concept maintains two travel lanes and removes parking on both sides of the street. An eight-foot-wide buffered bicycle lane (Class IIB) is added to each side of the street, with five feet of bikeway and three feet of buffer.
Bike Lanes, Remove Parking on One Side
This concept maintains two travel lanes and removes parking on one side of the street. Due to constrained roadway width, five-foot-wide bike lanes (Class II) are added on both sides of the street. Vehicle travel lanes are reduced to 10 feet wide. Based on overall parking inventory along Benton Street between Maryann Drive and Lincoln Street, it is recommended that parking along the north side of the street be removed in this option.
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, travel times along the study portion of Benton Street, potential traffic diversion, LOS changes, and potential Vehicle Miles Traveled (VMT) reduction. A summary table of the transportation analysis results is included as Attachment 4 and a summary of the potential benefits, per concept, is included as Attachment 5.
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 Study: existing conditions, concept development, and traffic analyses. The following outreach methods were implemented over the course of Study development:
• City website & forum for the community to submit comments
• Dedicated project email address and phone number
• Four BPAC Meetings (including one site visit with BPAC members)
• One Senior Advisory Commission Meeting
• One Parks and Recreation Commission Meeting
• One Youth Commission Meeting
• Six Community workshops
• Six City events (Earth Day/Arbor Day, Bike to Work Day, Santa Clara Art and Wine Festival, Santa Clara High School Outreach, Holiday Tree Lighting Ceremony, and Caltrain Commuter Outreach)
• Three online interactive surveys
• Project signs installed along the study corridor
• Four rounds of postcard notifications sent to 1,000 residential and business addresses most proximate to the study corridor (4,000 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 were completed over the course of the Study. The third and final online survey was open from January 16 to February 25, 2024. This survey received 116 public responses with 27 percent of respondents indicating they live or work on Benton Street and the majority of all respondents indicating that they travel or cross the study corridor regularly.
The project team used ranked choice voting to determine which alternative had majority support from the public. The results are as follows:
• Benton Street 60-foot-wide section - the greatest voter support was for the concept titled “Two Lanes, Buffered Bike Lanes, Parking on Both Sides.”
• Benton Street 64-foot-wide section - the greatest voter support was for the concept titled “Two Lanes, Parking-Protected Bike Lanes, Center Turn Lane.”
• Benton Street 38-foot-wide section - the greatest voter support was for the concept titled “Buffered Bike Lanes, Remove Parking on Both Sides.”
A summary of the voting results for each concept is provided in Table 2 below.
Table 2: Design Concept Preference Survey Summary
Benton Street
|
Roadway Width |
Roadway Concept |
% of First choice votes* |
|
60-foot wide |
Existing Conditions/No Build |
16% |
|
60-foot wide |
Two Lanes, Buffered Bike Lanes, Parking on Both Sides |
84% |
|
|
|
64-foot wide |
Existing Conditions/No Build |
22% |
|
64-foot wide |
Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides |
25% |
|
64-foot wide |
Two Lanes, Parking-Protected Bike Lanes, Center Turn Lane |
45% |
|
64-foot wide |
Four Lanes, Buffered Bike Lanes, Remove Parking on One Side |
8% |
|
|
|
|
|
38-foot wide |
Existing Conditions/No Build |
21% |
|
38-foot wide |
Bicycle Boulevard, Parking on Both Sides |
18% |
|
38-foot wide |
Buffered Bike Lanes, Remove Parking on Both Sides |
40% |
|
38-foot wide |
Bike lanes, Remove Parking on One Side |
21% |
*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 3 below.
Table 3: Cost Estimates Per Roadway Concept (Benton Street)
|
Roadway Width |
Roadway Concept |
Cost Estimate* |
|
60-foot wide |
Existing Conditions/No Build |
$0 |
|
60-foot wide |
Two Lanes, Buffered Bike Lanes, Parking on Both Sides |
$400,000 |
|
|
|
64-foot wide |
Existing Conditions/No Build |
$0 |
|
64-foot wide |
Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides |
$2.1 million |
|
64-foot wide |
Two Lanes, Parking-Protected Bike Lanes, Center Turn Lane |
$2.2 million |
|
64-foot wide |
Four Lanes, Buffered Bike Lanes, Remove Parking on One Side |
$2.1 million |
|
|
|
|
|
38-foot wide |
Existing Conditions/No Build |
$0 |
|
38-foot wide |
Bicycle Boulevard, Parking on Both Sides |
$500,000 |
|
38-foot wide |
Buffered Bike Lanes, Remove Parking on Both Sides |
$810,000 |
|
38-foot wide |
Bike lanes, Remove Parking on One Side |
$810,000 |
*Estimates are in 2024 dollars.
Funding
Currently, the Study has funding to design and construct bicycle improvements on Benton Street. If Council approves a roadway concept that installs bicycle facilities, staff will move into the design phase and then to construction.
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 Benton Street Bikeway Planning Study.
The BPAC voting results for each section on Benton Street are as follows:
• 60-Foot-Wide Section - 5 Yes, 0 no, and 4 absent to recommend the roadway concept titled, “Two Lanes, Buffered Bike Lanes, Parking on Both Sides”
• 64-Foot-Wide Section - 5 Yes, 0 no, and 4 absent to recommend the roadway concept titled “Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides”
• 38-Foot-Wide Section - At the BPAC meeting, several members of the community that reside on the 38-foot-wide section of Benton Street voiced opposition to any parking removal on this portion of Benton Street. Community members also expressed support for a Bike Boulevard with speed humps as the specific traffic calming measure as this option maintains parking and has the potential to calm traffic. BPAC members also expressed support for a Bike Boulevard with a preference for speed humps. BPAC discussed the community concerns and after two unsuccessful motions BPAC decided to make no recommendation for the 38-foot-wide section of Benton Street.
Additional Community Meeting/Survey (38-foot-wide section of Benton Street)
Based on the community and BPAC feedback (i.e., support for speed humps) received from the June 17, 2024 BPAC meeting, staff determined that an additional community meeting with residents that reside along the 38-foot-wide section of Benton Street (Maryann Drive to Lincoln Street) was necessary.
On August 21, 2024, the City held a hybrid community meeting to discuss the roadway concepts for the 38-foot-wide section of Benton Street, provide information regarding the City’s Neighborhood Traffic Calming Program (NTCP), and potential traffic calming options. Invitations were mailed to tenants and property owners along the 38-foot-wide section of Benton Street including properties within 100-feet of Benton Street. Additionally, social media posts, project website updates, and emails to the Study subscriber list were used to advertise the meeting.
As noted above, the Santa Clara Bicycle Plan includes a goal for the City to implement a Class IIIB bike boulevard (bicyclist and vehicles share the road with traffic calming features) along Benton Street from Maryann Drive to Lincoln Street. Although the Study includes a roadway concept for this portion of Benton Street to be designed as a bike boulevard, the specific traffic calming measures were not identified. To solicit resident feedback on potential traffic calming measures, staff provided information related to traffic data for this portion of Benton Street (i.e. 85th percentile speed, daily traffic volumes, roadway characteristics, etc.) and information/criteria related to the three levels of traffic calming features in the NTCP (Level 1, 2, and 3). This information is provided as Tables 4 and 5 below:
Table 4
Traffic Data for 38-foot-wide section of Benton Street
(Maryann Drive to Lincoln Street)
|
Speed Limit |
85th Percentile Speed |
Average Daily Traffic Volume |
Roadway Type |
Emergency Route |
Transit Route |
|
25 mph |
34.7 mph |
5,500 vehicles per day |
Two-lane Arterial Roadway |
Yes |
Yes |
Table 5
NTCP - Three Levels of Traffic Calming Measures and Approval Criteria
|
Level |
Examples |
Approval Criteria |
|
|
|
85th Percentile Speed (mph) |
Daily Traffic Volume (vehicles per day) |
Roadway Type |
Emergency Route |
Transit Route |
|
1 |
Education, enforcement, signage, striping, temporary or permanent speed feedback signs |
N/A |
N/A |
All city streets |
Allowed |
Allowed |
|
2 |
Curb Extensions/Bulb outs, chicanes |
Greater than 33 mph |
Greater than 1,000 and less than 3,500 |
Shall be a two-lane residential street |
Not allowed |
Not allowed |
|
3 |
Speed Humps, Speed Cushions, Traffic Circles |
Greater than 33 mph |
Greater than 1,000 and less than 3,500 |
Shall be a two-lane residential street |
Not allowed |
Not allowed |
During the community meeting, staff also provide information about the potential to install a speed cushion instead of a speed hump (Attachment 6). A speed hump is typically a gradual vertical mound of pavement across the entire roadway designed to calm vehicle traffic, while a speed cushion is a speed hump with wheel cut outs or gaps to allow large vehicles, such as fire engines, to drive through generally unaffected. Smaller vehicles such as passenger vehicles would need to slow down to travel over speed cushions.
Community meeting attendants expressed concerns over the potential removal of parking and showed support for Level 2 and 3 traffic calming measures, noting that Level 1 traffic measures would not be sufficient to calm traffic.
Compliance with NTCP: When comparing the traffic data for the 38-wide-section of Benton Street with the requirements for Level 2 or Level 3 traffic calming measure (per the NTCP), it is important to note that although the existing 85 percentile speed (34.7 mph) supports the installation of Level 2 or 3 traffic calming measure, the remaining key criteria related to daily traffic volumes, roadway type, emergency routes and transit routes were not met. Additionally, the NTCP also includes additional criteria that 70 percent of the residents impacted by Level 2 or 3 traffic measures and 100 percent of the residents within 100-feet of the traffic calming measure support the installations. To determine resident support, a follow up survey related to resident support for specific traffic calming measures was mailed to residents and property owners along the 38-foot-wide section of Benton Street. Table 6 below provides the results of the survey.
Table 6
Traffic Calming Preference Survey Summary
|
|
Level 1 Measure: (i.e. Speed Feedback signs) |
Level 2 Measure: (i.e. Curb Extensions/ Bulb-outs) |
Level 3 Measure: (i.e. Speed Cushions) |
|
Most preferred |
15% |
7% |
64% |
|
Moderately Preferred |
27% |
32% |
11% |
|
Least Preferred |
36% |
22% |
5% |
|
Do not support |
22% |
40% |
19% |
Based on community and BPAC feedback and after consultation with the Fire and Police Departments, which indicated that speed cushions would minimally impact emergency response times, it is recommended to consider installing speed cushions in lieu of speed humps (Level 3 traffic calming measure) as a part of the “Bicycle Boulevard, Parking on Both Sides” concept if it is selected for the 38-foot-wide section of Benton Street. To comply with the NTCP, it is also recommended that NTCP criteria related to Daily Traffic Volumes, Roadway Type, Emergency and Transit Routes, and neighborhood support be waived.
Staff Recommendation
Based on the concept analysis findings, community input, and BPAC recommendations, staff recommends the following roadway concepts for Benton Street as the preferred alternatives:
• 60-Foot-Wide Section - “Two Lanes, Buffered Bike Lanes, Parking on Both Sides”.
• 64-Foot-Wide Section - “Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides”
• 38-Foot-Wide Section - “Bicycle Boulevard with Speed Humps/Cushions, Parking on Both Sides”
These alternatives meet the goals of the study while minimizing impacts to roadway traffic and residential parking needs on Benton Street.
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 and selecting preferred design concepts, staff will move into the design phase and then to construction. It is important to note that there will be a future cost associated with implementing any of the proposed design concepts contained within the Study. The design and construction costs associated with implementing the design concepts range from $3.0 million - $3.4 million in total (in 2024 dollars). Additionally, implementation of protected and buffered bicycle lanes may require the use of specialized street sweeping equipment that the City does not currently have. Additional equipment (i.e. smaller street sweeper) or contractual street sweeping services may be necessary.
COORDINATION
The Study has been coordinated with the City Attorney’s Office, Finance Department, BPAC, Senior Advisory Commission, Youth Advisory Commission, Parks and Recreation Commission, and Santa Clara Unified School District.
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 Benton Street Bikeway Planning Study.
Benton Street 60-foot-wide Section
2. Approve one of the following Roadway Concepts for the 60-foot-wide section of Benton Street:
a. No Build Option
b. Two Lanes, Buffered Bike Lanes, Parking on Both Sides
Benton Street 64-foot-wide Section
3. Approve one of the following Roadway Concepts for the 64-foot-wide section of Benton Street:
(Alternatives 3a - 3b Remove Two Lanes of Traffic)
a. Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides
b. Two Lanes, Parking-Protected Bike Lanes, Center Turn Lane
(Alternatives 3c - 3d Maintain Four Lanes of Traffic)
c. No Build Option
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 Benton Street between Lawrence Expressway and San Tomas Expressway.
Benton Street 38-foot-wide Section
4. Approve one of the following Roadway Concepts for the 38-foot-wide section of Benton Street:
a. No Build Option
b. Bicycle Boulevard with Speed Humps/Cushions, Parking on Both Sides and
waive the requirements of the NTCP related to Daily Traffic Volumes, Roadway Type, Emergency and Transit Routes, and 70% and 100% neighborhood approval requirements for the installation of speed humps/cushions
c. Buffered Bike Lanes, Remove Parking on Both Sides and
adopt a resolution amending parking regulations to remove on-street parking on both sides of Benton Street between Maryann Drive and Lincoln Street.
d. Bike Lanes, Remove Parking on One Side and
adopt a resolution amending parking regulations to remove on-street parking on northside of Benton Street between Maryann Drive and Lincoln Street.
5. Adopt a resolution establishing no parking zones as necessary on Benton Street between Dunford Way and Lincoln Street
RECOMMENDATION
Recommendation
Alternative 1, 2b, 3a, 4b, and 5.
1. Adopt a resolution accepting the Benton Street Bikeway Planning Study;
2b. Approve roadway concept Two Lanes, Buffered Bike Lanes, Parking on Both Sides for the 60-foot-wide section of Benton Street;
3a. Approve roadway concept Two Lanes, Buffered Bike Lanes, Center Turn Lane, Parking on Both Sides for the 64-foot-wide section of Benton Street;
4b. Approve roadway concept Bicycle Boulevard with Speed Humps/Cushions, Parking on Both Sides for the 38-foot-wide section and waive the requirements of the NTCP related to Daily Traffic Volumes, Roadway Type, Emergency and Transit Routes, and 70% and 100% neighborhood approval requirements for the installation of speed humps/cushions; and
5. Adopt a resolution establishing no parking zones as necessary on Benton Street between Dunford Way and Lincoln Street.
Staff
Reviewed by: Craig Mobeck, Director of Public Works
Approved by: Jovan D. Grogan, City Manager
ATTACHMENTS
1. Project Location Map
2. Benton Street Bikeway Planning Study
3. Benton Street Bikeway Design Concepts
4. Transportation Analysis Summary
5. Potential Benefits Summary
6. Sample Speed Humps and Speed Cushions
7. Resolution Accepting the Benton Street Bikeway Planning Study
8. Resolution to Remove Parking on the Southside of Benton Street between Lawrence Expressway and San Tomas Expressway to Implement Roadway Concept titled - “Four Lanes, Buffered Bike Lanes, Remove Parking on One Side”
9. Resolution to Remove Parking on the Both Sides of Benton Street between Maryann Drive and Lincoln Street to Implement Roadway Concept titled - “Buffered Bike Lanes, Remove Parking on Both Sides”
10. Resolution to Remove Parking on the Northside of Benton Street between Maryann Drive and Lincoln Street to Implement Roadway Concept titled - “Bike Lanes, Remove Parking on One Side”
11. Resolution to Establish No Parking Zones as Necessary on Benton Street between Dunford Way and Lincoln Street