The City of Sunnyvale's Mary Avenue Street Space Allocation Study will look at different ways to accommodate motor vehicles, bicycles, pedestrians and transit along Mary Avenue between Fremont and Maude Avenues.
The Study will apply the City's Policy for the Allocation of Street Space, which promotes the continued planning, design and construction of a comprehensive citywide bikeway network. Application of this Policy will be integral to the evaluation of street configuration alternatives proposed under this Study.
Community Meeting, Thursday, March 31, 2011 Las Palmas Park Building, 7:00 P.M.
See the Meeting Announcement
Documents from Community meeting held on Wednesday, October 13 at Washington Park.
Policy Documents Related to this Study
The City of Sunnyvale is home to 133,086 residents and is located in the heart of the Silicon Valley, 40 miles south of San Francisco and five miles north of San Jose. The City's essentially flat terrain, moderate size, mild Bay Area climate, well-connected suburban street network, neighborhood schools and parks, bicycle-friendly transit systems, and multi-use paths and trails make it an ideal place for year-round "utility" and recreational bicycling by persons of all ages.
Caltrain commuter trains now provide dedicated on-board space and carry hundreds of bicyclists every day. Santa Clara County's Light Rail network now serves Sunnyvale's Tasman Drive and Moffett Park areas; its railcars have dedicated bicycle spaces. All of VTA's buses, and almost all other transit buses in the region, now have two-bike front-mounted racks.
The City has complemented these transit-related bicycle accommodations with a steady expansion of its bikeway network. Three new bicycle-pedestrian bridges will span Sunnyvale's freeways by 2010, Moffett Park at the City's north end, and Cupertino to the south. Large and small bikeway network improvements are now coordinated by the City's Bicycle Capital Improvement Program (CIP), created in 2000. Key practices for on-street bicycle accommodation have been "institutionalized" by the City's staff.
The City of Sunnyvale's Bicycle Plan 2006 continues Sunnyvale's development of bicycling infrastructure, practices and policies, all intended to provide a convenient transportation alternative to motor vehicles. It describes current Community Conditions relevant to utility and recreational bicycling, including existing and planned facilities of Sunnyvale and its neighboring jurisdictions. To carry Sunnyvale through its next decade, the Plan updates the Bicycle Capital Improvement Program and the Goals, Policies, and Action Statements that guide all bicycling improvements.
The goals of the City's bicycle program include continued build-out of the bikeway network to facilitate commute and recreational trips, development of additional policies and standards to support bicycling in city government and at workplaces, enhancement of education options and their availability for both bicyclists and motorists, and continuation of effective law enforcement.
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Land Use and Transportation Element:
Policy for the Allocation of Street Space | Download
Appropriate accommodations for motor vehicles, bicycles, and pedestrians shall be determined for City streets to increase the use of bicycles for transportation and to enhance the safety and efficiency of the overall street network for bicyclists, pedestrians, and motor vehicles.
All modes of transportation shall have safe access to City streets. The City should consider enhancing standards for pedestrian facilities.
Transport Versus Non-Transport Uses
City streets are public space dedicated to the movement of vehicles,bicycles and pedestrians. Providing safe accommodation for all transportation modes takes priority over non-transport uses. Facilities that meet minimum appropriate safety standards for transport uses shall be considered before non-transport uses are considered.
Parking is the storage of transportation vehicles and shall not be considered a transport use. Historical precedence for street space dedicated for parking shall be a lesser consideration than providing street space for transportation uses when determining the appropriate future use of street space. Parking requirements for private development shall apply to off-street parking only.
Action statement: Incentives to offset impacts of roadway changes to non-transportation users shall be considered when retrofitting roadways.
Use of Engineering/Planning Criteria
When decisions on the configuration of roadway space are made, staff shall present options, including at a minimum an option that meets minimum safety-related design standards for motor vehicles, bicycles and pedestrians.
Bike retrofit projects shall be evaluated based on the merits of each project in the context of engineering and planning criteria.
Action Statement: The City shall maintain engineering and planning criteria with respect to roadway geometry, collisions, travel speed, motor vehicle traffic volume, and parking supply and demand (on and off street) to guide decisions on the provision of bike lanes.
The City Council shall make the final decisions on roadway space reconfiguration when roadway reconfiguration will result in changes to existing accommodations.
Public input on roadway space reconfiguration shall be encouraged and presented independently of technical engineering and planning analyses.
If street configurations do not meet minimum design and safety standards for all users, then standardization for all users shall be priority. Safety considerations of all modes shall take priority over capacity considerations of any one mode.
Action Statement: For each roadway space retrofit project, a bike and pedestrian safety study shall be included in the staff report to evaluate the route in question.
Adopted by the City Council on April 28, 2009
Report to Council 09-085
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