REPORT TO BICYCLE AND PEDESTRIAN ADVISORY COMMITTEE
SUBJECT
Title
Action to Recommend City Council Adoption of the Walsh/Martin Avenue Bikeway Planning Study and Approval of a Preferred Concept (He)
Report
BACKGROUND
The City of Santa Clara received a 2016 Measure B Bicycle & Pedestrian Planning Studies grant from the Santa Clara Valley Transportation Authority (VTA) to conduct the Walsh/Martin Avenue Bikeway Planning Study (“project”). This project focuses on a 1.7-mile segment of Walsh Avenue between Bowers Avenue and Lafayette Street and a half-mile stretch of Martin Avenue between Lafayette Street and De La Cruz Boulevard. The 2016 Measure B grant aims to close gaps in the existing bicycle network, improve connectivity, and enhance bicycle safety.
The project began in January 2023, with a goal of identifying and evaluating design options to install bicycle lanes, preferably Class IV bikeways, on both corridors, which may include options for parking removal and/or lane reduction. Class IV bikeways are dedicated on-street facilities designed exclusively for bicyclists, with a physical separation that separates the bikeway from the travel lanes. They provide protection and comfort for people on bikes and are most encouraging for a broad range of users. The proposed bikeways will connect to existing and future planned bicycle networks including Scott Boulevard, Monroe Street, Lafayette Street and De La Cruz Boulevard in Santa Clara.
Walsh Avenue: Walsh Avenue is an east-west minor arterial running parallel to Central Expressway with a posted speed limit of 35 miles per hour (mph). The study corridor is mostly a four-lane roadway (two-lanes in each direction). The section of Walsh Avenue between Bowers Avenue and San Tomas Expressway has an existing two-way center turn lane. The adjacent land use is predominantly office buildings, industrial parks, and surface parking lots. The corridor has Class II bicycle lanes or Class III bicycle sharrows on both sides between Bowers Avenue and San Tomas Expressway.
Martin Avenue: Martin Avenue is an east-west collector in central Santa Clara with a posted speed limit of 35 mph. It is a four-lane roadway (two lanes in each direction). This subject portion of Martin Avenue includes an existing at-grade rail crossing facility operated by Union Pacific Railroad Company (UP). The adjacent land use is predominantly industrial.
The project team conducted extensive community engagement and outreach with nearby businesses, residents, and stakeholders, including three online community meetings, five pop-up events, and three rounds of online surveys. Additionally, the project evaluated five years of collision data, existing parking inventory and occupancy, impacts on corridor congestion, corridor travel times, Vehicle Miles Traveled (VMT), and impacts on traffic operations through a detailed transportation analysis.
The project has been presented to the Bicycle and Pedestrian Advisory Committee (BPAC) at three previous meetings:
• In March 2023 staff provided a project overview, schedule, and project goals.
• In August 2023 staff shared a summary of the analysis of the corridor, covering aspects of parking, collision data, and input gathered from the first round of community outreach. Staff also presented the first draft of roadway concepts and obtained BPAC feedback.
• In January 2024 staff shared revised draft roadway concepts, presented results of collision reduction estimates, scenarios involving parking removal, and a comprehensive traffic analysis that considered factors such as Level of Service LOS and alterations to travel time, and obtained additional BPAC feedback.
DISCUSSION
Since the last project updated in January 2024, the project team has completed the third-round online community survey on concepts and released the Draft Bikeway Planning Study Report (“Report”) on the project webpage for public review and comment from April 19 to May 12, 2024. Community engagement was a major component of the project, and a variety of engagement strategies were used to seek input from the community:
• Project signs installed along the study corridors
• Postcard mailings (approximately 3,300 sent)
• Social media posts
• City News Articles & City Manager Newsletter
• Inside Santa Clara Articles
• Community Workshops (3)
• Senior Advisory Commission (1)
• Parks and Recreation Commission (1)
• Youth Commission (1)
• Pop-up events (5)
• Online surveys (3) included a mapping tool
• City websites
• Emails
The Report is divided into five chapters which include (1) Introduction and Background, (2) Existing Conditions, (3) Corridor Alternative Concepts & Analysis, (4) Community Engagement, and (5) Recommendations. The Report also includes appendices with detailed information on existing conditions, parking utilization, traffic analysis, survey results, collision data, survey results, and community engagement material. The Report can be reviewed and downloaded from the project webpage at <https://www.santaclaraca.gov/our-city/departments-g-z/public-works/engineering/traffic-engineering/walsh-martin-avenue-class-iv-bikeway-planning-study>.
At the June 2024 BPAC meeting, the project team will provide a project update and:
1. Share the Draft Bikeway Planning Study Report.
2. Seek final BPAC approval of the Report.
3. Seek a BPAC recommended preferred design concept to present to the City Council for adoption.
Corridor Design Concepts
The project team developed various feasible design concepts for each of the Walsh Avenue and Martin Avenue roadway segments based on their existing curb-to-curb widths:
• Walsh Avenue 80-foot-wide typical section (Bowers Avenue to 64-foot-wide Transition)
• Walsh Avenue 64-foot-wide typical section (Transition to Lafayette Street)
• Martin Avenue 64-foot-wide typical section (Lafayette Street to De La Cruz Boulevard)
The project location map is provided as Attachment 1. The roadway concepts show prototypical locations on Walsh Avenue and on Martin Avenue to demonstrate different roadway and intersection design features. The draft designs are not specific to any location or intersection on these two corridors. The cross-section design detail and more information on the proposed dimensions and considerations of each concept are in the project report and Attachment 2.
Walsh Avenue 80-Foot-Wide Typical Section (Bowers Avenue to 64-foot-wide Transition)
This segment is labeled as Section 1 in the project map.
• No Build Option for Walsh Avenue between Bowers Avenue and Transition
o This concept represents a “No Build” scenario and matches the existing conditions on Walsh Avenue's 80-foot section between Bowers Avenue and Transition. The travel lanes are 11-14 feet wide with an 11-foot-wide center turn lane a 3-foot wide median and a 7-foot wide Class II bicycle lane on both sides.
• Proposed Concept: Four Travel Lanes, Center Turn Lane, a Class IV Separated Bikeway, and No Parking
o This concept maintains four travel lanes and adds a Class IV separated bikeway by reducing travel lane widths. The existing lane widths of 11-14 feet are narrowed to a uniform 11-foot travel lane width. This adjustment is proposed to accommodate the installation of a Class IV separated bikeway, which will be 7 feet-wide bike lane with 5 feet buffer on one side and a 3-foot-wide buffer on the other side.
Walsh Avenue 64-foot-wide typical section (Transition to Lafayette Street)
This segment is labeled as Sections 2, 3 and 4 in the project map, which is discussed in detail in the No Build Option below.
• No Build Option for Walsh Avenue 64-Foot-Wide Typical Section
o This concept represents a “No Build” scenario and matches the existing conditions on Walsh Avenue. The Walsh Avenue 64-foot typical section includes 3 different street configurations.
a) Walsh Avenue between Transition to San Tomas Aquino Creek Trail Bridge (Section 2)
o This section has four travel lanes, a 10-foot center turn lane, and a 6-foot-wide Class II bicycle lane on both sides.
b) Walsh Avenue - San Tomas Aquino Creek Trail Bridge Section (Section 3)
o This section has four travel lanes, a 12-foot center turn lane, and no parking. The outermost travel lane in each direction is designated as a sharrow (a shared lane for bicycles and automobiles).
c) Walsh Avenue between Martin Avenue and Lafayette Street (Section 4)
o This section has four travel and an 8-foot wide on-street parking lane on both sides.
• Concept A: Four Travel Lanes with No Parking
o This concept maintains the four travel lanes and adds a Class IV separated bikeway by reducing lane widths and either repurposing the center turn lane or removing parking on both sides. The existing lane widths are transitioned to a uniform 11-foot travel lane width. The center turn lane is repurposed to accommodate the installation of a 7-foot-wide Class IV separated bikeway with a 3-foot buffer separating it from the travel lanes.
• Concept B: Four Travel Lanes, Remove Parking on One Side from Martin Avenue to Lafayette Street
o This concept maintains four travel lanes and adds Class IV separated bikeways by reducing travel lane widths and removing parking on one side from Martin Avenue to Lafayette Street. The elimination of the parking lane on one side accommodates the installation of a Class IV separated bikeway, which is a 5-foot-wide bike lane with a 2-foot-wide buffer on one side and a 3-foot-wide buffer on the other side separating it from the travel lanes. For roadway sections along Walsh Avenue that currently do not allow on-street parking on both sides, i.e. west of Martin Avenue, Concept B will look like Concept A.
o If Concept B is chosen, it is recommended to remove parking on the south side of Walsh Avenue between Martin Avenue and Lafayette Street, as that would have less impact on parking supply along Walsh Avenue (a 16-spot difference).
• Concept C: Two Travel Lanes with Center Turn Lane, Parking on Both Sides from Martin Avenue To Lafayette Street
o This concept removes one travel lane in each direction, adds a center turn lane, maintains the existing parking on both sides from Martin Avenue to Lafayette Street, and adds a Class IV separated bikeway on both sides. The Class IV separated bikeway is 5 feet wide and includes an additional 3-foot buffer separating bicyclists from the travel lanes.
o For sections of Walsh Avenue that currently do not allow on-street parking, the Class IV separated bikeway will be widened to a 9-foot bike lane with a 5-foot-wide buffer and a 12-foot-wide travel lane.
Martin Avenue 64-Foot-Wide Typical Section (Lafayette Street to De La Cruz Boulevard)
• No Build Option for Martin Avenue 64-Foot-Wide Typical Section
o This concept represents a “No Build” scenario and matches the existing conditions on Martin Avenue. The travel lanes are 12 feet wide with an 8-foot wide on-street parking facility on both sides.
• Concept D: Four Travel Lanes with No Parking
o This concept maintains the four travel lanes and adds Class IV separated bikeways by reducing lane widths and removing parking on both sides. The existing lane widths are transitioned to a uniform 11-foot travel lane width. The existing 8-foot parking lane is removed on both sides to accommodate the installation of a 7-foot wide Class IV separated bikeway with a 3-foot buffer separating it from the travel lanes.
• Concept E: Four Travel Lanes, Remove Parking on One Side
o This concept maintains the four travel lanes and adds a Class IV separated bikeway by reducing travel lane widths and removing parking on one side. The elimination of the parking lane on one side accommodates the installation of a Class IV separated bikeway, which will be a 5-foot-wide bike lane with a 2-foot-wide buffer on one side and a 3-foot-wide buffer on the other side separating it from the travel lanes.
o If Concept E is chosen, it is recommended to remove parking on the south side of Martin Avenue between Lafayette Street and De La Cruz Boulevard, as that would have less impact on the parking supply on Martin Avenue (a 10-spot difference).
• Concept F: Two Travel Lanes with Center Turn Lane, Parking on Both Sides
o This concept eliminates one travel lane in each direction, adds a center turn lane, maintains the existing parking on both sides and adds a Class IV separated bikeway on both sides. The Class IV separated bikeway is 5-foot-wide with a 3-foot-wide buffer separating cyclists from the travel lanes.
Concept Analysis Summary
The project team analyzed and estimated the impacts of the proposed design concepts on traffic, safety, and parking utilization along the project corridors. An analysis summary for the Walsh Avenue and Martin Avenue 64-foot-wide sections are presented in Tables 1 and 2 below, respectively, and a benefits summary for both corridors in Table 3 below. The proposed Bikeway Concept in the Walsh Avenue 80-foot-wide section does not involve travel lane removal and no parking is allowed, so traffic operations are anticipated to be the same as existing conditions.
Table 1: Analysis Summary - Walsh Avenue: 64-Foot-Wide Section
|
Concept |
Walsh Avenue - 64-Foot-Wide Section |
Entire Corridor |
|
|
Roadway Speeds |
Collision Reduction Potential |
Parking Available |
Travel Time (min: sec) |
Substandard Level of Service |
Annual VMT Reduction Estimate* |
|
No Build Option |
None |
None |
N: 53% S: 75% |
AM: 5:51 PM: 5:23 |
AM: 2 PM: 3 |
None |
|
Concept A: 4 Lanes; No Parking, Protected Bike Lanes |
1-6 mph slower |
Negligible |
No parking on both sides |
AM: 5:51 PM: 5:23 |
AM: 2 PM: 3 |
1,822 |
|
Concept B: 4 Lanes; Protected Bike Lanes (Parking removed from the south side) |
3-6 mph slower |
Negligible |
N: 33% |
AM: 5:51 PM: 5:23 |
AM: 2 PM: 3 |
1,822 |
|
Concept C: Two Lanes, Parking Protected Bike Lanes, Center Turn Lane |
3-6 mph slower |
Yes |
Same as No Build |
AM: 7:53 PM: 6:19 |
AM:4 (+2) PM:2 (-1) |
1,822 |
Notes:
1. The annual VMT reduction estimate is based on formula from California Air Resources Board, Quantifying Reductions in Vehicle Miles Traveled from New Bike Paths, Lanes, and Cycle Tracks
2. Walsh Avenue and Martin Avenue stop-controlled intersection improved from substandard to meets the standard under Concept C. This is due to the delay has been reduced for critical movement of northbound left turn from Martin Avenue to Walsh Avenue.
If Concept B is chosen, it is recommended to remove parking on the south side of Walsh Avenue between Martin Avenue and Lafayette Street, as that would have less impact on parking supply along Walsh Avenue (a 16-spot difference).
Table 2: Analysis Summary - Martin Avenue: 64-Foot-Wide Section
|
Concept |
Martin Avenue - 64-Foot-Wide Section |
Entire Corridor |
|
|
Roadway Speeds |
Collision Reduction Potential |
Parking Available |
Travel Time (min: sec) |
Substandard Level of Service |
Annual VMT Reduction Estimate |
|
No Build Option |
None |
None |
N: 84% S: 67% |
AM: 2:35 PM: 2:33 |
AM: 2 PM: 3 |
None |
|
Concept D: 4 Lanes; No Parking, Protected Bike Lanes |
1-6 mph slower |
Negligible |
No parking on both sides |
AM: 2:35 PM: 2:33 |
AM: 2 PM: 3 |
447 |
|
Concept E: 4 Lanes; Protected Bike Lanes (Parking removed from the south side) |
3-6 mph slower |
Negligible |
N: 55% |
AM: 2:35 PM: 2:33 |
AM: 2 PM: 3 |
447 |
|
Concept F: Two Lanes, Parking Protected Bike Lanes, Center Turn Lane |
3-6 mph slower |
Yes |
Same as No Build |
AM: 2:49 PM: 2:43 |
AM: 4 (+2) PM: 2 (-1) |
447 |
Notes:
1. The annual VMT reduction estimate is based on formula from California Air Resources Board, Quantifying Reductions in Vehicle Miles Traveled from New Bike Paths, Lanes, and Cycle Tracks
2. Walsh Avenue and Martin Avenue stop-controlled intersection improved from substandard to meets the standard under Concept C. This is due to the delay has been reduced for critical movement of northbound left turn from Martin Avenue to Walsh Avenue.
If Concept E is chosen, it is recommended to remove parking on the south side of Martin Avenue between Lafayette Street and De La Cruz Boulevard, as that would have less impact on the parking supply on Martin Avenue (a 10-spot difference).
Table 3: Benefits Summary - Walsh Avenue & Martin Avenue: 64-Foot-Wide Section
|
Walsh Avenue and Martin Avenue Corridors |
No Build |
Concept A & D 4 Lanes; No Parking, Protected Bike Lanes |
Concept B & E 4 Lanes; Protected and Parking Protected Bike Lanes |
Concept C & F 2 Lanes, Parking Protected Bike Lanes, Center Turn Lane |
|
|
Yes |
No |
Yes |
No |
Yes |
No |
Yes |
No |
|
Benefits for Bicyclists |
|
|
|
|
|
|
|
|
|
Adds a bicycle facility |
|
• |
• |
|
• |
|
• |
|
|
Provides physical separation between traffic and bicyclists |
|
• |
• |
|
• |
|
• |
|
|
Encourages bicyclists to not ride on sidewalks |
|
• |
• |
|
• |
|
• |
|
|
Provides consistent clear visibility of bicyclists |
|
• |
• |
|
• |
|
• |
|
|
Allows bicyclists to maneuver around debris |
|
• |
• |
|
• |
|
• |
|
|
Allows bicyclists to make mid-block turns |
|
• |
• |
|
• |
|
• |
|
|
Benefits for Drivers |
|
|
|
|
|
|
|
|
|
Maximizes roadway and intersection capacity |
• |
|
• |
|
• |
|
|
• |
|
Potential to significantly reduce vehicle collisions |
|
• |
|
• |
• |
|
• |
|
|
Adds a turn lane for safer turning maneuvers |
|
• |
|
• |
|
• |
• |
|
|
Benefits for Community and Businesses |
|
|
|
|
|
|
|
|
|
Reduces VMT |
|
• |
• |
|
• |
|
• |
|
|
Maintains some existing on-street parking |
• |
|
|
• |
|
• |
• |
|
|
Encourages slower automobile speeds |
|
• |
|
• |
• |
|
• |
|
|
Does not increase pedestrian mid-block crossing demand |
• |
|
|
• |
|
• |
• |
|
|
Maintains existing trash collection plan |
• |
|
|
• |
|
• |
|
• |
|
Does not require construction funding |
• |
|
|
• |
|
• |
|
• |
Walsh/Martin Avenue Bikeway Planning Study Report
The City posted the Draft Walsh/Martin Avenue Bikeway Planning Study Report online and accepted public comments from April 19 through May 12, 2024. The following section details high-level summaries and final community feedback on the report. The full draft report is available for download and review online: <https://www.santaclaraca.gov/our-city/departments-g-z/public-works/engineering/traffic-engineering/walsh-martin-avenue-class-iv-bikeway-planning-study>.
Community Survey #3 Results
The project team ran the third online survey from January 16, 2024, until February 25, 2024. The survey received 45 public responses. For Walsh Avenue survey respondents, 59 percent commuted regularly along the Walsh Avenue corridor, with 39 percent living or working directly on the corridor. For Martin Avenue survey respondents, 37 percent crossed it regularly and 43 percent commuted regularly along the Martin Avenue corridor, with 36 percent crossing and 28 percent living or working within a few blocks of Martin Avenue Corridor.
The project team used ranked choice voting to determine which alternative had majority support from the public. If no concept had an outright majority, the team eliminated the concept with the fewest first-choice votes. Those who voted for the eliminated concept had their votes redistributed to their next highest-ranked choice in the following round. Attachment 3 shows the ranked choice voting results with detailed breakdown.
• For the Walsh Avenue 80-Foot-Wide Section between Bowers Avenue and the transition, 74 percent supported the Proposed Class IV bikeway concept and 26 percent supported maintaining the current or no-build condition.
• For the Walsh Avenue 64-foot-wide typical section, the concept with the greatest voter support was Concept C: Two Lanes, Center Turn Lane, and Parking-Protected Bikeway (58% votes). The second most preferred alternative was Concept A, featuring four lanes and no parking alternative which garnered 40 percent of the vote.
• For the Martin Avenue 64-foot-wide typical section, the concept with the greatest voter support was Concept F: Two Lanes, Center Turn Lane, and Parking-Protected Bikeway (56% votes). The second most preferred alternative was Concept D, featuring four lanes and no parking alternative which garnered 40 percent of the vote.
Draft Study Report Public Comments
The public comment period on the public draft was open from April 19 to May 12, 2024. The four comments received revealed a range of perspectives from local residents and commuters, highlighting both support and opposition to the proposed bicycle infrastructure improvements. The summary and themes of the comments are listed below:
• Opposition to Bike Lanes: Concerns have been raised about the installation of bike lanes on Walsh-Martin, citing insufficient bicycle use and financial constraints.
• Perceived Cyclist Comfort and Safety: One person asserted that bike lanes buffered with three feet can prevent dooring and road diet discourages speeding and prevents passing, which improves perceived cyclist comfort and safety.
• Vehicle Miles Traveled (VMT) analysis: Asked for clarification on the VMT analysis methodology. The draft report has been revised to clarify the calculation method of VMT reduction estimate.
• Support for Concepts C and F (road diet): Two people expressed support for the study including advocacy for Concepts C and F, emphasizing their potential to reduce vehicle speeds, enhance cyclist safety with parking-protected lanes, and strengthen the overall bike network. The importance of a well-connected network is underscored.
Role for BPAC Members
At this BPAC meeting, committee members will be invited to recommend City Council adopt the final draft report and select a concept to be presented to City Council as the preferred design alternative.
This will be the fourth and final BPAC meeting to provide input:
• Meeting 1: Plan overview, schedule, and BPAC priorities (held on March 27, 2023)
• Meeting 2: Review and collect feedback on draft corridor concepts (held on August 28, 2023)
• Meeting 3: Review analysis results and provide feedback on draft concepts (January 22, 2024)
• Meeting 4: Recommend approval of the draft final report and recommend preferred design concepts to the City Council for adoption
ALTERNATIVES
1. Recommend to City Council to adopt a resolution adopting the Walsh/Martin Avenue Bikeway Planning Study.
2. Do not recommend to City Council to adopt a resolution adopting the Walsh/Martin Avenue Bikeway Planning Study.
3. Recommend City Council approve the No Build Option as the preferred alternative for Walsh Avenue 80-foot-wide typical section between Bowers Avenue and 64-foot-wide Transition.
4. Recommend City Council approve Proposed Concept (Class IV Bikeway, Four Lanes and Center Turn Lane) as the preferred alternative for Walsh Avenue 80-foot-wide typical section between Bowers Avenue and 64-foot-wide transition.
5. Recommend City Council approve the No Build Option as the preferred alternative for Walsh Avenue 64-foot-wide typical section between Transition and Lafayette Street.
6. Recommend City Council approve Concept A (Class IV Bikeway, four travel lanes with no parking) as the preferred alternative for Walsh Avenue 64-foot-wide typical section between Transition and Lafayette Street.
7. Recommend City Council approve Concept B (Class IV Bikeway, four travel lanes, remove parking on south side from Martin Avenue to Lafayette Street) as the preferred alternative for Walsh Avenue 64-foot-wide typical section between Transition and Lafayette Street.
8. Recommend City Council approve Concept C (Class IV Bikeway, two travel lanes with center turn lane, parking on both sides from Martin Avenue to Lafayette Street) as the preferred alternative for Walsh Avenue 64-foot-wide typical section between Transition and Lafayette Street.
9. Recommend City Council approve the No Build Option as the preferred alternative for Martin Avenue 64-foot-wide typical section between Lafayette Street and De La Cruz Boulevard.
10. Recommend City Council approve Concept D (Class IV Bikeway, four travel lanes with no parking) as the preferred alternative for Martin Avenue 64-foot-wide typical section between Lafayette Street and De La Cruz Boulevard.
11. Recommend City Council approve Concept E (Class IV Bikeway, four travel lanes, remove parking on south side from Lafayette Street to De La Cruz Blvd) as the preferred alternative for Martin Avenue 64-foot-wide typical section between Lafayette Street and De La Cruz Boulevard.
12. Recommend City Council approve Concept F (Class IV Bikeway, two travel lanes with center turn lane, parking on both sides) as the preferred alternative for Martin Avenue 64-foot-wide typical section between Lafayette Street and De La Cruz Boulevard.
RECOMMENDATION
Recommendation
Alternative 1: Recommend to City Council to adopt a resolution adopting the Walsh/Martin Avenue Bikeway Planning Study; and
Select one of the following for Walsh Avenue 80-foot-wide typical section between Bowers Avenue and 64-foot-wide Transition:
Alternative 3: Recommend City Council approve the No Build Option as the preferred alternative;
or
Alternative 4: Recommend City Council approve Proposed Concept (Class IV Bikeway, Four Lanes and Center Turn Lane) as the preferred alternative.
Select one of the following for Walsh Avenue 64-foot-wide typical section between Transition and Lafayette Street:
Alternative 5: Recommend City Council approve the No Build Option as the preferred alternative;
or
Alternative 6: Recommend City Council approve Concept A (Class IV Bikeway, four travel lanes with no parking) as the preferred alternative;
or
Alternative 7: Recommend City Council approve Concept B (Class IV Bikeway, four travel lanes, remove parking on south side from Martin Avenue to Lafayette Street) as the preferred alternative;
or
Alternative 8: Recommend City Council approve Concept C (Class IV Bikeway, two travel lanes with center turn lane, parking on both sides from Martin Avenue to Lafayette Street) as the preferred alternative.
Select one of the following for Martin Avenue 64-foot-wide typical section between Lafayette Street and De La Cruz Boulevard:
Alternative 9: Recommend City Council approve the No Build Option as the preferred alternative;
or
Alternative 10: Recommend City Council approve Concept D (Class IV Bikeway, four travel lanes with no parking) as the preferred alternative;
or
Alternative 11: Recommend City Council approve Concept E (Class IV Bikeway, four travel lanes, remove parking on south side from Lafayette Street to De La Cruz Blvd) as the preferred alternative;
or
Alternative 12: Recommend City Council approve Concept F (Class IV Bikeway, two travel lanes with center turn lane, parking on both sides) as the preferred alternative.
Staff
Written by: Ruta Jariwala, TJKM Transportation Consultants
Reviewed by: Nicole He, Project Manager, Associate Engineer, Public Works
Reviewed by: Steve Chan, Transportation Manager, Public Works
Approved by: Michael Liw, Assistant Director, Public Works
ATTACHMENTS
1. Project Location Map
2. Concept Graphics
3. Ranked Choice Voting Results