Circulation and Streetscape.Indd
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IN THIS CHAPTER Introduction Existing Conditions Related Plans and Policies Multimodal Circulation Network Circulation and Streetscape Goals and Policies 6 1. Complete Streets 2. Walking 3. Bicycling 4. Transit 5. Motoring 6. Transportation Demand Management 7. Parking 8. Streetscape and Lighting 9. Green Streets and Stormwater Management 10. Coyote Creek Bridge/Connection to 28th Street BART Station CIRCULATION AND STREETSCAPE Introduction 7. Parking 8. Streetscape and Lighting East Santa Clara Street is one of seven Grand Boulevards estab- 9. Green Streets and Stormwater Management lished by the City’s Envision San José 2040 General Plan (General 10. Coyote Creek Bridge/Connection to 28th Street BART Station Plan), and is the spine and the focus of the East Santa Clara Street Urban Village Plan. It is also on of the City’s Vision Zero Corridors, The Goals, Policies, Guidelines, and Action Items in each section are a traffi c safety initiative to eliminate roadway deaths and severe intended to be mutually reinforcing, creating a framework for improv- injuries It is planned for commercial revitalization and mixed-use ing circulation and streetscape in the East Santa Clara Street Urban infi ll development, supported by a pedestrian-friendly sidewalk and Village over time. streetscape environment. With Bus Rapid Transit (BRT) and the future Bay Area Rapid Transit (BART) extension, East Santa Clara Street will play a greatly expanded role in the City’s transit network. It Existing Conditions is a busy arterial roadway and gateway to Downtown San José, and a key challenge for the Plan is balancing the many circulation, land use, and urban design functions the street must perform. In fact, East Walking Santa Clara Street, East San Fernando Street, East St. John Street, and the other streets in the Plan area, all must play multiple roles. The Village has an easily navigable grid street pattern. Side streets have generally attractive, neighborhood-oriented walks with street Supporting the urban village planning eff ort, San José has adopted trees, frontage lawns, and landscaping. East Santa Clara Street city-wide policies to promote a multi-modal transportation system itself has relatively short blocks, from 275 to 300 feet east-to-west. that balances the needs of people who walk, bike, ride transit, or Sidewalks are relatively generous, from 16 to 18 feet wide in most drive. The City’s draft Complete Street Design Guidelines promote locations. Narrower sidewalk segments are located on the north side streets and ways that share rights-of-way that accommodate travel between 15th and 17th Streets and on the south side between 12th by people of all ages and abilities. The General Plan calls for a and 17th Streets. However, apart from the storefront blocks between reduction of drive-alone commuting to 40 percent of total trips by 10th and 11th Streets, walkability is diminished by wide driveways, the year 2040, and the Village Plan provides policies for parking and insuffi cient ADA access, minimal pedestrian amenities, and surface Transportation Demand Management (TDM) to make more eff ective parking lots which line over 30 percent of the street frontage. use of transportation networks by shifting to modes other than cars, especially during peak travel periods. Consistently heavy commuter traffi c along East Santa Clara Street and the 10th and 11th Street couplet in mornings and evenings, and The Circulation and Streetscape Chapter has ten policy sections, higher than desirable traffi c speeds at other times of day, discourage following an overview of existing conditions, multimodal circulation walking and tend to divide the Village area into discrete, discon- network, and circulation and streetscape concepts and policies: nected quadrants. East Santa Clara Street is perceived to be a major barrier between the northern and southern portions of the Village 1. Complete Streets area, daunting to cross, with off -peak vehicle speeds often exceed- 2. Walking ing the 25 mile per hour (mph) speed limit. The intersections of East Santa Clara Street at 8th, 12th, 14th, and 16th Streets do not have 3. Bicycling crosswalks. Instead, pedestrians must choose to make a potentially 4. Transit unsafe street crossing or walk an additional block or two to use a 5. Motoring crosswalk to access their destination. 6. Transportation Demand Management 92 DRAFT East Santa Clara Street Urban Village Plan 6/9/2017 draft inute walk / 20 mi ile / 1 m Jackson St Julian St 3rd St Empire St Saint James St 4th St Saint John St Washington St Santa Clara St t San Fernando St /2 mile / 1/2 mile / 10 m Paseo de S inu te wa 10th St alk San Carlos St S 11th St a n San Salvador St A 6/9/2017 draft n t o William St n i o East Santa Clara VillageStreet Plan Urban Area Paseo de San Carlos 17th St 21st St 7th St Regional Pedestrian and Bicycle Connections Figure 6.1 0 1/8 1/4 1/2 mile Buffered Bike Lane Bike Lane Sharrow Pedestrian and Bike Trail Paseo N 93 Diridon Transit Center, Santa Clara Transit Center, and San Antonio Transit Center. Line 23 connects to DeAnza College in Cupertino, with stops Downtown, at the San José Convention Center, Valley Fair Mall/Santana Row, and Vallco Shopping Mall in Cupertino. The Alum Rock/Santa Clara BRT Project provides limited-stop rapid transit service from the Eastridge Transit Center to the Arena Station Downtown, via Capitol Expressway, Alum Rock Avenue, and East Santa Clara Street. The BRT provides light rail-like service with traffi c signal priority, ticket machines, and fuel effi cient vehicles operating at 10-minute headways during peak hours. Village-accessible stations are located at City Hall/6th Street and 17th Street. Sharrow lane marking Buff ered bike lane Commuter rail, intercity rail, and light rail transit are provided at Diridon Station, just over a mile west of the Village area. Bus service at Diridon Station includes local, express, and shuttle routes. Com- Bicycling muter and intercity rail is provided by Caltrain, the Altamont Corridor Current north-south infrastructure for bicycles includes standard Express (ACE), and Amtrak’s Coastal Starlight and Capitol Corridor Class II bike lane striping along 7th and 17th Streets and buff ered routes. Light rail transit, accessible both at Diridon Station and at the bike lane striping on 10th and 11th Streets. South of East Santa 1st and 2nd Street Transit Mall, is provided by the Santa Clara Valley Clara Street, 17th Street has a “sharrow” (i.e., shared travel lanes) Transportation Authority (VTA) via the Mountain View-Winchester confi guration. East-west routes include bike lane/buff ered bike lane and Alum Rock-Santa Teresa lines. The BART system is planned striping along East San Fernando Street between 7th and 10th to extend from Fremont to Downtown San José, with new stations Streets, a bike lane eastbound and sharrow westbound between nearby at 28th Street/Alum Rock and along East Santa Clara Street 10th and 11th, and sharrows in both directions east of 11th Street. somewhere between Market and 7th Streets, with the exact station Due to right-of-way constraints, East Santa Clara Street has no bicy- location to be determined. Diridon Station will be a major stop on the cle accommodation today, and a community concern is the lack of a proposed California High Speed Rail linking northern and southern designated bicycle route across Coyote Creek from the Village area California. to Roosevelt Park, the future BART station on 28th Street near East Santa Clara Street, and beyond to the east. East St. John Street is Motoring being explored as a potential Bike Boulevard serving the area. The Village Plan Area is well-served in terms of freeway access, with U.S. Route 101 (US 101) 3/4 of a mile to the east, the Guadalupe Transit Parkway/State Route 87 (SR 87) 3/4 of a mile to the west, and Inter- The East Santa Clara Street Urban Village is “transit rich,” served state 280 (I-280) 3/4 of a mile to the south. East Santa Clara Street by eight bus routes as well as the new Alum Rock/Santa Clara Bus provides primary access to US 101 and SR 87 (See Figure 1.1). The Rapid Transit (BRT) line. Bus routes include lines 22, 23, 64, and the 10th and 11th Streets couplet provides primary access to I-280. How- Rapid 522, as indicated in the Regional Transit Connections diagram ever, convenient vehicle commute patterns to and from the freeways (Figure 6.2). Lines 22 and 23 run east-west along East Santa Clara create traffi c congestion and challenges for adapting local streets to Street, with 12-minute headways and stops at 7th, 11th, 13th, 15th, meet Village goals. and 17th Streets. Line 22 connects to the Palo Alto Transit Center East Santa Clara Street, a Grand Boulevard, extends to the City lim- and the Eastridge Transit Center, with stops Downtown, at the its on the east, becoming Alum Rock Road/County Route 130 east of 94 DRAFT East Santa Clara Street Urban Village Plan 6/9/2017 draft Mineta San Jose International 33 milesmiles Airport Berryessa 22 22 milesmiles 522 College Park 65 11 milemile 64 East Santa Clara Urban Village Diridon/Arena 28th Street 23 522 23 Downtown San Jose 65 73 72 22 N 0 1/4 1/2 1 mile 64 Existing Planned Caltrain VTA Light Rail BART Amtrak VTA BRT VTA BRT ACE Local Bus Route High-Speed Rail Serving Urban Village Regional Transit Connections 6/9/2017 draft 95 Figure 6.2 US 101. To the west, the roadway becomes West Santa Clara Street sense of enclosure that characterizes the City’s more attractive at 1st Street, and The Alameda past the railroad west of Downtown.