Santa Ana Active Transportation Plan by KTUA

MuÃ©vete

santa ana

ACTIVE TRANSPORTATION PLAN

FINAL REPORT Adopted by the Santa Ana City Council June 18, 2019

Acknowledgements City of Santa Ana Cory Wilkerson, Project Manager Zed Kekula KTUA Mike Singleton, Principal Joe Punsalan, Project Manager Jacob Leon Juan Alberto Bonilla Silvia Fang Jorge Nozot Cameron Savois Kittelson & Associates, Inc. Tim Erney Michael Sahimi Latino Health Access Rosario Galeas Nancy Mejia Daniel Cortes Kris Fortin Southern California Association of Governments (SCAG) Rye Baerg

Funded by Caltrans and administered by SCAG

TABLE OF CONTENTS

Contents 01

02 03

Introduction 1 Purpose 2 Study Area 2 Active Transportation Trends 3 Bicycling and Walking Benefits 4 Planning Context 6 State of Practice 8

Existing Conditions & Analysis

Recommendations, Goals & Programs

Priority Projects

Funding 275

Existing Conditions 18 Analysis 32

Community Engagement

Community Engagement Overview Outreach Materials Community Workshops Recommendations Workshops Active Transportation Working Group Direct Outreach Efforts Multimedia Communications Equity Planning

42 43 45 48 50 51 52 58

Active Transportation Goals and Policies 60 Recommendations Overview 68 Bicycle and Pedestrian Treatments 68 Programs 80

Bicycle and Pedestrian Recommendations Priority Projects Cost Estimates

Potential Infrastructure Funding Sources

90 96 272

276

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List of Figures Figure 1-1: Location Map Figure 2-1: Existing Bicycle Facilities Figure 2-2: Previously Planned Bicycle Facilities Figure 2-3: Previously Planned Project Corridors Figure 2-4: Street Sidewalk Evaluation Figure 2-5: Land Use Figure 2-6: Street Classification Figure 2-7: Transit Routes Figure 2-8: Collisions (2013-2017) Figure 2-9: Level of Traffic Stress Figure 2-10: Street Light Analysis Figure 2-11: Walking and Biking Propensity Figure 5-1: Proposed Projects Figure 5-2: Top 35 Projects Figure 5-3: Other Priority Projects Figure 5-4: West Warner Avenue Proposed Improvements Figure 5-5: North Fairview Street Proposed Improvements Figure 5-6: West 1st Street Proposed Improvements Figure 5-7: North Main Street Proposed Improvements Figure 5-8: East Chesnut Avenue Proposed Improvements Figure 5-9: South Raitt Street Proposed Improvements Figure 5-10: Grand Avenue Proposed Improvements Figure 5-11: East Edinger Avenue Proposed Improvements Figure 5-12: South Main Street Proposed Improvements Figure 5-13: North Bristol Street Proposed Improvements Figure 5-14: North Euclid Street Proposed Improvements Figure 5-15: West Segerstrom Avenue Proposed Improvements Figure 5-16: West Washington Avenue Proposed Improvements Figure 5-17: North Broadway Proposed Improvements Figure 5-18: West Macarthur Boulevard Proposed Improvements

2 21 22 23 25 27 29 31 33 35 37 39 93 94 95 100 108 114 120 126 130 134 142 146 150 154 158 166 172 176

Figure 5-19: West McFadden Avenue Proposed Improvements Figure 5-20: North King Street Proposed Improvements Figure 5-21: North Flower Street Proposed Improvements Figure 5-22: East McFadden Avenue Proposed Improvements Figure 5-23: East 17th Street Proposed Improvements Figure 5-24: West Walnut Street Proposed Improvements Figure 5-25: N Lincoln Avenue Proposed Improvements Figure 5-26: Lyon Street Proposed Improvements Figure 5-27: E Santa Ana Boulevard Proposed Improvements Figure 5-28: Westminster Avenue Proposed Improvements Figure 5-29: Newhope Street Proposed Improvements Figure 5-30: East 15th Street Proposed Improvements Figure 5-31: Greenville Street Proposed Improvements Figure 5-32: North Tustin Avenue Proposed Improvements Figure 5-33: West 5th Street Proposed Improvements Figure 5-34: Shelton Street Proposed Improvements Figure 5-35: Civic Center Drive Proposed Improvements Figure 5-36: West Hazard Avenue Proposed Improvements Figure 5-37: East Saint Gertrude Place Proposed Improvements Figure 5-38: West Wilshire Avenue Proposed Improvements

182 186 190 194 198 206 214 218 222 226 230 234 238 242 246 252 256 262 266 270

List of Tables Table 5-1: Prioritization Process Inputs Table 5-2: Proposed Projects Table 5-3: Cost Estimates Table 6-1: Funding Sources

90 91 273 277

01 Introduction

Purpose This comprehensive Active Transportation Plan (ATP) will provide safer, walkable streets for residents that are dependent on walking or bicycling for transportation every day in Santa Ana. The recommended actions included in this ATP are meant to support and increase bicycling and walking in Santa Ana and to enhance non-motorized travel infrastructure and create options to support the existing population. This ATP includes an inventory of existing bike and pedestrian infrastructure and identifies deficiencies, develops and prioritizes improvements, and strengthens pedestrian and bicycle policies in the Regional Transportation Plan.

Study Area The City of Santa Ana is the county seat and second most populous city in Orange County. Located in Southern California along the Santa Ana River, Santa Ana lies approximately 32 miles southwest of Los Angeles and 10 miles inland from the Pacific Ocean. The City is bordered by the Cities of Garden Grove and Orange to the north, Tustin and Irvine to the East, Costa Mesa to the south, and Fountain Valley to the west. Three major freeways run through Santa Ana, connecting it to other areas in southern California, including Interstate 5, California State Route 55, and California State Route 22. According to the 2017 American Community Survey, Santa Ana is the second-largest city in Orange County with a population of 334,493. The City has an area of 27.5 square miles with an estimated population density of 12,163 people per square mile, making one of the fourth most densely populated city in the United States. Santa Ana is a primarily Hispanic community, with over 77 percent of the population identifying as Latino. Additionally, about 20 percent of the population report incomes below the national poverty level. These statistics communicate the importance of improving the walking and biking infrastructure in the City. The ATP recognizes the importance of addressing barriers that prevent nonmotorized trips from being safe, especially for the younger and lower-income populations who cannot afford, operate or choose to forgo vehicle ownership.

Figure 1-1: Location Map

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Active Transportation Trends Many American cities were built on a foundation of auto-centric infrastructure, programs and policies, but many of those same cities are embracing active transportation as a viable option to driving. Some of them are making minor improvements to support cycling and walking, while others are working hard to undo decades of planning that privileged motor vehicle throughput and speed above all else. Environmental, health, and economic benefits reinforce the task of retrofitting American cities to make them bicycle and pedestrian friendly. The movement to make cycling and walking viable transportation options is also supported by several recent pieces of California legislation. Recent active transportation statistics and trends depict steps both forward and backward. For example, the Alliance for Biking and Walking released a Benchmarking Report in 2016 that communicated that there is an overall increase in walking to and from school. In 2013, the percent of kids who walked to school was found to be approximately 15.2 percent nationwide, an increase from 2007 where the approximate percentage was 11.9 percent. The report also found an increase in students that walked from school in the same time frame. In 2013, approximately 18.4 percent of students walked from school compared to 15.2 percent in 2007.

Empty nesters, particularly as the number of baby boomers reaching retirement age accelerates, are also showing a strong preference for communities that support walking. American Association of Retired Persons (AARP) surveys found that 70 percent of respondents age 65 and older agreed that living near where they want to go, such as grocery stores, health care providers, libraries and social or religious organizations, was extremely or very important. Additionally, 51 percent agreed that it was extremely or very important to be able to walk easily in their community. There has also been a growing preference for new facility types that enhance pedestrian and bicyclist safety, particularly protected bicycle lanes physically separated from motor vehicle traffic. In addition, acknowledging that most trips Americans make are within one mile, it is important to assess the infrastructure and make a genuine effort to entice people to walk or bike to their destinations through enhanced facilities.

18.4%

of students walked from school in 2013 compared to 15.2 percent in 2007

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Bicycling and Walking Benefits Numerous environmental, health, and economic benefits are attributable to bicycling and walking, especially as substitutes for travel by motor vehicle. This section summarizes these benefits, some from research by the Pedestrian and Bicycle Information Center (PBIC).

Environmental Benefits Increased bicycling and walking reduces fossil fuel emissions. In California, 40 percent of carbon dioxide (CO2) emissions are produced by the transportation sector. While CO2 is not the most harmful greenhouse gas (GHG), it is the most abundant. Even after accounting for the global warming potentials of other greenhouse gases (comparing them in terms of CO2), 95 to 99 percent of vehicle emissions are CO2. The Environmental Protection Agency (EPA) found the average vehicle emits 0.95 pounds of CO2 per mile. Therefore, almost a pound of CO2 emissions could be avoided each day for each mile, each way of an individualâ&#x20AC;&#x2122;s commute that was switched from driving to an active transportation mode like bicycling or walking.

15 lbs

A four-mile walking trip keeps about 15 pounds of pollutants out of the air we breathe

Health Benefits Despite dramatic strides in recent decades through regulations and technological improvements, vehicle emissions still pose a significant threat to human health. Vehicle-generated air pollution contains harmful greenhouse gas emissions including carbon dioxide, carbon monoxide, methane, nitrous oxide, and volatile organic compounds. These pollutants and irritants can cause asthma, bronchitis, pneumonia, and decreased resistance to respiratory infections. Taking steps to reduce these emissions is particularly important in the United States, which leads the world in petroleum consumption. The conversion of driving to bicycling or walking offers a great opportunity to reduce emissions and improve public health. In addition to the universal public health benefit, such as improved air quality, bicycling and walking has the potential to positively impact personal health. A significant percentage of Americans are overweight or obese and projections indicate 42 percent of the population will be obese by 2030. To combat this trend and prevent a variety of diseases and their associated societal costs, the Center for Disease Control

Walkable neighborhoods have substantially lower rates of obesity, overweightness and diabetes

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(CDC) suggests a minimum of 30 minutes of moderate intensity physical activity five days per week. Not only does bicycling and brisk walking qualify as â&#x20AC;&#x153;moderate intensity activities,â&#x20AC;? they can also be seamlessly integrated into daily routine, especially if chosen for utilitarian purposes like commuting or running errands. Other health benefits associated with moderate activity like bicycling or walking include improved strength and stamina through better heart and lung function. Regular exercise also reduces the risk of high blood pressure, heart attacks, and strokes. In addition to heart disease, regular exercise can help to prevent other health problems such as non-insulin dependent diabetes, osteoarthritis, and osteoporosis. Lastly, exercise has been shown to improve mental health by relieving depression, anxiety, and stress.

According to the American Automobile Association, the annual cost of owning a car and driving 15,000 miles a year is now over

$9,000

Economic Benefits Bicycling infrastructure and programs has increasingly been shown to deliver economic benefit to both individuals and society at large. The benefits of bicycling may, in fact, outweigh its costs. Bicycling, and utilitarian bicycling in particular, offers obvious cost savings to individuals. Beyond the upfront cost of operating a vehicle are additional maintenance, insurance, and often parking expenses. According to the American Automobile Association, the annual cost of owning a car and driving 15,000 miles a year is now over $9,000.

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Converting even a fraction of automobile trips to bicycling or walking trips can generate transportation-related savings, including reduced vehicle traffic congestion. Increased bicycling and walking also translates to health-related savings, for both individuals and taxpayers, in the form of less need for preventative care. More bicycling and walking has also been tied to increases in commercial and residential property values and retail sales. Shoppers who reach their destination by bicycle have been shown to make smaller purchases, but shop more often and to spend more money overall. Shoppers who arrive by bicycle or on foot, because of their more limited range, are also more likely to support local businesses, and do not require the space for parking a motor vehicle compared to those who drive. Perhaps more compelling than reducing GHG emissions or combating the obesity epidemic is the benefits bicycling has to offer in terms of quality of life. Bicycling, and especially utilitarian bicycling, is increasingly seen as a fun, low-cost, healthy, and sustainable way of getting around.

Cost of Transportation $250 $680 $1,810 $8,776

Social Justice In addition to the extensive environmental, health, and economic benefits gained from enhanced active transportation infrastructure, there is also the potential to alleviate issues for disadvantaged populations that are disproportionately impacted by rising transportation costs. According to the Federal Highway Administrationâ&#x20AC;&#x2122;s (FHWA) 2009 National Household Travel Survey, individuals living in poverty are more likely to lack access to a personal vehicle and also have the highest rates of bicycling and walking trips as compared to higher income groups. The survey also reported that poor, racial, and ethnic minorities and the elderly have much lower mobility rates than the general population. These trends highlight the importance of providing safe and comprehensive transportation options for community members who do not have regular access to a personal vehicle.

Lower income groups vehicle and also have the highest rates of bicycling and walking trips as compared to higher income groups 6

Source: Transit for Liveable Communities, Minnesota

Planning Context The ATP incorporates regional and local planning efforts that are directly related to walking, biking, and trails. These efforts range from long-range regional planning to neighborhood-specific plans. The following information summarizes the planning documents that were evaluated as part of ATP development.

Santa Ana General Plan The Santa Ana General Plan is the primary citywide comprehensive plan that guides future growth. The General Plan contains goals and objectives to guide decisions and preserve the quality of life within the City of Santa Ana. The Circulation, Growth Management, Open Space, Scenic Corridors, and Urban Design Elements contain goals and objectives that contribute to the success of this ATP.

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Santa Ana Strategic Plan

Safe Routes to School Plan

The Strategic Plan is a targeted plan, developed through a partnership between the community, elected officials and City staff. The Plan is intended as a means to implement the City’s mission, “To deliver efficient public services in partnership with our community which ensures public safety, a prosperous economic environment, opportunities for our youth, and a high quality of life for residents.”

The Santa Ana Safe Routes to School Plan (in development) involves an extensive and inclusive community engagement process, identification and prioritization of school infrastructure improvements, and the development of programs and strategies to better educate and encourage students to walk and bike to school. The result will be a comprehensive “6 E’s” plan that will lead to improved safety and mobility for all Santa Ana residents, especially the community’s students and youth, through engineering, education, encouragement, and enforcement recommendations.

Safe Mobility Santa Ana Plan The Safe Mobility Santa Ana plan identifies specific hot spot locations in Santa Ana, using a detailed collision analysis. This plan uses best practices and citywide trends in traffic safety to propose solutions that will make the Santa Ana road network safer for all users. The recommendations of this plan recognize the need to balance the many objectives of the local transport system, including travel time reliability, safety, and meeting the mobility needs of a variety of roadway users.

Downtown Santa Ana Complete Streets The Downtown Santa Ana Complete Streets Plan is intended to improve access and mobility for all modes of transportation, including walking, bicycling, transit, and motor vehicles. This plan looks at Complete Streets methods and designs to improve these modes within and around the downtown area. Through public input process, stakeholder collaboration and community workshops, five priority corridors were identified, which the City will pursue and implement.

Central Santa Ana Complete Streets The Central Santa Ana Complete Streets Plan was developed to provide the City of Santa Ana a guide to establish a network of Complete Streets to improve bicycling and walking throughout central Santa Ana. This plan analyses the connections between the selected corridors and other existing or planned Complete Streets corridors, creating a network. The goal is to improve access and mobility for all modes including: walking, bicycling, transit and motor vehicles.

Regional Planning Efforts A review of several regional planning documents was completed to make sure previous efforts were built upon and conditions better known. The following is a list of the documents that were reviewed. SCAG • Regional Transportation Plan • Sustainable Communities Strategy OCTA • OCTA Commuter Bikeways Strategic Plan (CBSP) • District 1 and 2 Bikeway Strategies • OC Active • Master Plan of Arterial Highways (MPAH) OCCOG • Complete Streets Initiative Interagency Plans • Santa Ana Regional Transportation Center (SARTC) Master Plan • OC Street Car • Non-motorized Metrolink Accessibility Strategy Neighboring Cities • City of Costa Mesa Active Transportation Plan • City of Fountain Valley • City of Garden Grove Active Transportation Plan • City of Irvine Bicycle Transportation Plan • City of Orange Bikeways Master Plan • City of Tustin SANTA ANA ACTIVE TRANSPORTATION PLAN

State of Practice While pedestrians have long benefited from “routine accommodation,” with amenities like sidewalks, curb ramps, crosswalks, dedicated signals, etc., it is only more recently that the state of practice for bicycle facilities in the United States has undergone a similar transformation. Much of this may be attributed to bicycling’s changing role in the overall transportation system. Long viewed as an “alternative” mode, it is increasingly considered a legitimate transportation mode and one that should be actively promoted as a means of achieving environmental, social and economic goals. Recent research indicates that, beyond connectivity and convenience, “low-stress” bicycle facilities are essential to the increased acceptance and practice of daily bicycling. Facility types and specific design interventions intended to encourage ridership among the large “interested, but concerned” demographic tend to be those that provide separation from high volume and high speed vehicular traffic. Just as the state of practice of bicycle facilities has evolved, so has the technical guidance. While bikeway design guidance in California has traditionally come from the State, especially Caltrans and the California Manual on Uniform Traffic Control Devices (CA MUTCD), cities are increasingly turning to national organizations for guidance on best practices. Primary organizations include the American Association of State Highway and Transportation Officials (AASHTO), the National Association of City Transportation Officials (NACTO) and the Federal Highway Administration (FHWA). Fortunately for California cities, there is increased flexibility in design guidance offered by both Caltrans and the FHWA. In 2014, Caltrans officially endorsed the NACTO Urban Street Design Guide and Urban Bikeway Design Guide as valuable toolkits for designing and constructing safe, attractive local streets. California cities may also apply for experimental designation from the FHWA for projects not in conformance with the CA MUTCD.

The guidance provided by these manuals support the creation of more Complete Streets. The guidance is also supported by several pieces of important legislation. The following section provides a review of the state of practice for bicycle facilities, drawing on the AASHTO and NACTO guides. It also includes a discussion on Complete Streets/Routine Accommodation, as well as summaries of relevant legislation at the local, regional, State, and national levels.

Primary Guidance AASHTO Guide to Bikeway Facilities This memorandum expresses the Federal Highway Administration’s (FHWA) support for taking a flexible approach to bicycle and pedestrian facility design. The AASHTO bicycle and pedestrian design guides are the primary national resources for planning, designing, and operating bicycle and pedestrian facilities. The NACTO Urban Bikeway Design Guide and the Institute of Transportation Engineers (ITE) Designing Urban Walkable Thoroughfares guide builds upon the flexibilities provided in the AASHTO guides, which can help communities plan and design safe and convenient facilities for pedestrians and cyclists. FHWA supports the use of these resources to further develop non-motorized transportation networks, particularly in urban areas.

NACTO Urban Bikeway and Urban Street Design Guides The NACTO guides represent the industry standard for innovative bicycle and streetscape facilities and treatments in the United States. In 2014, Caltrans officially endorsed the NACTO Urban Street Design Guide and Urban Bikeway Design Guide as valuable toolkits for designing and constructing safe, attractive local streets. At the time, Caltrans was only the third State Department of Transportation to officially endorse the Guides.

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It is important to note that virtually all of the Urban Bikeway Design Guide design treatments (with two exceptions) are permitted under the Federal MUTCD. The NACTO Urban Street Design Guide is the more generalized of the two guides and organized into six sections. Each section is further subdivided, depending on topic. The NACTO Urban Bikeway Design Guide is also organized into six sections, but its information is bicycle-specific. For each section, it offers three levels of guidance: Required Features, Recommended Features, and Optional Features. The following section introduces the broad facility types included in the NACTO Urban Bikeway Design Guide.

NACTO Transit Street Design Guide As transit gains a more prominent role in cities, more people are using buses, streetcars, and light rail than ever before. As a result, street design is shifting to give transit the space it deserves. The NACTO Transit Street Design Guides provide design guidance for the development of transit facilities on streets, as well as for prioritizing transit, improving its service quality, and to support other related goals. The majority of design elements included in this guide are consistent with MUTCD standards, including signage, markings, and signal elements that have received interim approval. These guidelines were developed using other design guidance as a basis, along with city case studies, best practices, research and evaluation of existing designs, and professional consensus.

NACTO Urban Street Stormwater Guide The NACTO Urban Street Stormwater Guide provides guidelines on how to create resilient cities that are better prepared for climate change, while creating public spaces that deliver social and economic value to these places. This guide focuses on green infrastructure within urban streets, including the design and engineering of stormwater management practices that support and improve mobility. It also intends to reduce the impacts of runoff and human activity on natural ecological processes. One of the main goals of this guide is to encourage interdepartmental partnerships around sustainable infrastructure, which includes communicating the benefits of such projects. However, this guide does not address stormwater management strategies on private property, nor does it address drainage and infiltration around controlled-access highways.

Complete Streets and Routine Accommodation An adopted Active Transportation Plan provides a roadmap to support planning and implementing a bicycle and pedestrian network, can help to integrate bicycle and pedestrian planning into broader planning efforts, and is required for State funding of bikeway and pedestrian projects.

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Enhanced Crosswalks and Painted Bicycle Lanes

For many cities, however, a bicycle and pedestrian plan alone is not enough to ensure the implementation of the plan’s goals and projects. A hurdle many cities face is that their various plans are not well integrated. Despite many cities’ attempts to support a “Complete Streets approach,” entrenched and often contradictory policies can make implementation difficult. For instance, a ATP, an ADA transition plan, and a specific plan may address the same area, but ignore each other’s recommendations. One plan may identify a certain project, but it may not be implementable due to prevailing policies and practices that prioritize vehicular flow and parking over other modes. An adopted Complete Streets policy has the potential to address these shortcomings through the designation of some important corridors as Complete Streets, accommodating all roadway users, and other corridors as priority corridors for a certain modes. A system that assigns priority for different modes to specific corridors, offset from one another, is referred to as a layered network.

Dedicated Bicycle Signal

Efforts to implement Complete Streets policy often highlight other significant obstacles, chief among them documents defining “significant impacts” to traffic, acceptable vehicular “Level of Service” thresholds and parking requirements. Drafting a Complete Streets policy often means identifying roadblocks like these and ultimately mandating increased flexibility to allow for the creation of a more balanced transportation system. In the case of an ATP, the network identified could become the bicy-

cle and pedestrian layers. Identification in such a plan, reiteration within a Complete Streets policy framework, and exemption from traditional traffic analyses can make implementation more likely and much more affordable. Legislative support for Complete Streets can be found at the State level (AB-1358) and is being developed at the national level (HR2468). As explained in further detail in the following section on applicable legislation, AB-1358 requires cities and counties to incorporate Complete Streets in their general plan updates and directs the State Office of Planning Research (OPR) to include Complete Streets principles in its update of guidelines for general plan circulation elements. Examples of best practices in Complete Streets Policies from around the United States can be found at: http://www.smartgrowthamerica. org/complete-streets-2013-analysis.

California Manual on Uniform Traffic Control Devices (CA MUTCD) In 2014, the California Department of Transportation (Caltrans) updated the CA MUTCD to provide uniform standards and specifications for all official traffic control devices in California. This update is meant to implement Caltrans’ 2014 mission to provide a safe, sustainable, integrated, and efficient transportation system to enhance California’s economy and livability. The purpose of the CA MUTCD is to improve safety and mobility for all travelers by providing guidance to transportation guidance intended to balance safety and convenience for everyone in traffic, including drivers, pedestrians, and bicyclists.

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The CA MUTCD contains the basic principles that govern the design and use of traffic control devices that aim to promote highway safety and efficiency by providing for the orderly movement of all road users on streets, highways, bikeways, and private roads open to public travel. Multimodal policies for safer crossings, work zones, and intersections are integrated as part of the CA MUTCD, with improvements including:

• Crosswalks Enhancements Policy • Temporary Traffic Control Plans • Work Zone and Higher Fines Signs and Plaques • Traffic Control for School Areas

Additionally, NACTO guidance was analyzed to ensure flexibility and innovation in the design and operations of streets and highways in California. Much of the guidance provided in the CA MUTCD is consistent with the NACTO Urban Bikeway Design Guide.

Caltrans Highway Design Manual, Chapter 1000: Bicycle Transportation Design Chapter 1000 of the Caltrans Highway Design Manual serves as the official design standard for bikeways in California. This chapter defines a “bikeway” as a facility that is provided primarily for bicycle travel and recognizes its importance in improving bicycling safety and convenience. Chapter 1000 intends to help accommodate motor vehicle and bicycle traffic on the roadway system, or as a complement to the road system to meet the needs for bicyclists. This chapter classifies bikeway facilities into five different types that include:

• Shares Roadway (No Bikeway Designation) • Class I Bikeway (Bike Path) • Class II Bikeway (Bike Lane) • Class III Bikeway (Bike Route) • Class IV Bikeways (Separated Bikeways) However, Chapter 1000 states that these designations should not be construed as a hierarchy of bikeways, since each bikeway type has its appropriate application. Additionally, this chapter only provides design guidance for Class I bike paths, Class III bike routes, as well as trails.

Applicable Legislation Several pieces of legislation support increased bicycling and walking in the State of California. Much of the legislation addresses greenhouse gas (GHG) reduction and employs bicycling and walking as means to achieve reduction targets. Other legislation highlights the intrinsic worth of bicycling and walking and treats the safe and convenient accommodation of bicyclists and walkers as a matter of equity. The most relevant legislation concerning bicycle and pedestrian policy, planning, infrastructure, and programs are described in the following sections.

State Legislation and Policies AB-32 California Global Warming Solutions Act AB-32 calls for the reduction of greenhouse gas emissions and codifies a 2020 emissions reduction goal. This act also directs the California Air Resources Board to develop specific early actions to reduce greenhouse gases while also preparing a scoping plan to identify how best to reach the 2020 limit.

SB-375 Redesigning Communities to Reduce Greenhouse Gases This bill seeks to reduce vehicle miles traveled (VMT) through land use and planning incentives. Key provisions require the larger regional transportation planning agencies to develop more sophisticated transportation planning models, and to use them for the purpose of creating “preferred growth scenarios” in their regional plans that reduce greenhouse gas emissions. The bill also provides incentives for local governments to incorporate these preferred growth scenarios into the transportation elements of their general land use plans. AB-1358 Complete Streets Act AB-1358 requires the legislative body of a city or county, upon revision of the circulation element of their general plan, to identify how the jurisdiction will provide for the routine accommodation of all users of the roadway including drivers, pedestrians, cyclists, individuals with disabilities, seniors, and public transit users. The bill also directs the OPR to amend guidelines for general plan circulation element development so that the building and operation of local transportation facilities safely and conveniently accommodates everyone, regardless of their travel mode.

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AB-1581 Bicycle and Motorcycle Traffic Signal Actuation

Rectangular Rapid Flashing Beacon (RRFB)

This bill defines a traffic control device as a traffic-actuated signal that displays one or more of its indications in response to the presence of traffic detected by mechanical, visual, electrical, or other means. Upon the first placement or replacement of a traffic-actuated signal, the signal would have to be installed and maintained, to the extent feasible and in conformance with professional engineering practices, so as to detect lawful bicycle or motorcycle traffic on the roadway. Caltrans has adopted standards for implementing the legislation. AB-1371 Passing Distance/Three Feet for Safety Act

Buffered Bike Lane

This statute, widely referred to as the “Three Foot Passing Law,” requires drivers to provide at least three feet of clearance when passing bicyclists. If traffic or roadway conditions prevent drivers from giving bicyclists three feet of clearance, they must “slow to a speed that is reasonable and prudent” and wait until they reach a point where passing can occur without endangering the bicyclists. Violations are punishable by a $35 base fine, but drivers who collide with bicyclists and injure them in violation of the law are subject to a $220 fine. SB-743 CEQA Reform Just as important as the aforementioned pieces of legislation that support increases in bicycling and walking infrastructure and accommodation is one that promises to re-

move a longstanding roadblock to them. That roadblock is vehicular Level of Service (LOS) and the legislation with the potential to remove it is SB-743. For decades, vehicular congestion has been interpreted as an environmental impact and has often stymied on-street bicycle projects, in particular. Projections of degraded Level of Service have, at a minimum, driven up project costs and, at a maximum, precluded projects altogether. SB-743 could completely remove LOS as a measure of vehicle traffic congestion that must be used to analyze environmental impacts under the California Environmental Quality Act (CEQA). This is extremely important because adequately accommodating bicyclists, particularly in built-out environments, often requires reallocation of right-of-way and the potential for increased vehicular congestion. The reframing of Level of Service as a matter of driver inconvenience, rather than an environmental impact, allows planners to assess the true impacts of transportation projects and will help support bicycling projects that improve mobility for all roadway users. CEQA for Bicycle and Pedestrian Plans Based on Public Resources Code Section 15262 (Feasibility and Planning Studies)guidance, planning documents such as this ATP are exempt from CEQA analysis since they are planning and conceptual recommendations: “A project involving only feasibility or planning studies for possible future actions which the agency, board, or commission has not

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approved, adopted, or funded does not require the preparation of an EIR or Negative Declaration but does require consideration of environmental factors.â&#x20AC;? As individual recommendations move forward toward further design and implementation, the City will then need to determine if there are environmental impacts that may warrant an EIR. AB-1193 Bikeways This act amends various code sections, all relating to bikeways in general, specifically by recognizing a fourth class of bicycle facility, cycle tracks. However, another component of AB-1193 may be even more significant to future bikeway development.

SB-1 Transportation Funding This bill creates the Road Maintenance and Rehabilitation Program to address deferred maintenance on the state highway system and the local street and road system. A total of $5.4 billion will be invested annually over the next decade, which will undertake a backlog of repairs and upgrades. Additionally, cleaner and more sustainable travel networks will be ensured for the future, including upgrades to local roads, transit agencies, and an expansion of the stateâ&#x20AC;&#x2122;s growing network of pedestrians and bicycle routes.

SB-672 Traffic-Actuated Signals: Motorcycles and Bicycles This bill extends indefinitely the requirement to install traffic-actuated signals to detect lawful bicycle or motorcycle traffic on the roadway. By extending indefinitely requirements regarding traffic-actuated signals applicable to local governments, this bill would impose a state-mandated local program. Existing law requires the state to reimburse local agencies and school districts for certain costs mandated by the state.

Existing law requires Caltrans, in cooperation with county and city governments, to establish minimum safety design criteria for the planning and construction of bikeways, and requires the department to establish uniform specifications and symbols regarding bicycle travel and traffic related matters. Existing law also requires all city, county, regional, and other local agencies responsible for the development or operation of bikeways or roadways to utilize all of those minimum safety design criteria and uniform specifications and symbols. This bill revises these provisions to require Caltrans to establish minimum safety design criteria for each type of bikeway, and also authorizes local agencies to utilize different minimum safety criteria if adopted by resolution at a public meeting.

Protected Bicycle Lane SANTA ANA ACTIVE TRANSPORTATION PLAN

SB-760 Transportation Funding: Active Transportation: Complete Streets This bill seeks to establish a Division of Active Transportation within Caltrans to give attention to active transportation program matters to guide progress toward meeting the department’s active transportation program goals and objectives. This bill requires the California Transportation Commission to give high priority to increasing safety for pedestrians and bicyclists and to the implementation of bicycle and pedestrian facilities. The bill also directs the department to update the Highway Design Manual to incorporate “Complete Streets” design concepts, including guidance for selection of bicycle facilities. AB-1218 California Environmental Quality Act Exemption: Bicycle Transportation Plans This bill extends CEQA requirements exemptions for bicycle transportation plans for an urbanized area until January 1, 2021. These exemptions include restriping of streets and highways, bicycle parking and storage, signal timing to improve street and highway intersection operations, and related signage for bicycles, pedestrians, and vehicles under certain conditions. Additionally, CEQA will also exempt from its requirements projects consisting of restriping of streets and highways for bicycle lanes in an urbanized area that are consistent with a bicycle transportation plan under certain conditions. Caltrans’ Deputy Directive 64-R2 Deputy Directive 64-R2 is a policy statement affecting Caltrans mobility planning and projects requiring the agency to: 14

“…provides for the needs of travelers of all ages and abilities in all planning, programming, design, construction, operations, and maintenance activities and products on the State highway system. Caltrans views all transportation improvements as opportunities to improve safety, access. and mobility for all travelers in California and recognizes bicycle, pedestrian, and transit modes as integral elements of the transportation system.” The directive goes on to mention the environmental, health and economic benefits of more Complete Streets. AB 902 Traffic Violations and Diversion Programs Existing law provides that a local authority may not allow a person who has committed a traffic violation under the Vehicle Code to participate in a driver awareness or education program as an alternative to the imposition of those penalties and procedures, unless the program is a diversion program for a minor who commits an infraction not involving a motor vehicle and for which no fee is charged. This bill would instead allow any person of any age who commits an infraction not involving a motor vehicle to participate in a diversion program sanctioned by local law enforcement. The bill would eliminate the requirement that such a program charge no fee, as well as other technical changes. AB 1096 Electric Bicycles as Vehicles Existing law defines a “motorized bicycle” as a device that has fully operative pedals for propulsion by human power and has an electric

motor that meets specified requirements. The bill would define an “electric bicycle” as a bicycle with fully operable pedals and an electric motor of less than 750 watts, and would create three classes of electric bicycles. The bill would prohibit the operation of the most powerful Class 3 electric bicycles on specified paths, lanes, or trails, unless that operation is authorized by a local ordinance. The bill would also authorize a local authority or governing body to prohibit, by ordinance, the operation of Class 1 or Class 2 electric bicycles on specified paths or trails. AB-390 Pedestrian Crossing Signals This bill authorizes a pedestrian facing a flashing “DON’T WALK” or “WAIT” or approved “Upraised hand” symbol with a “countdown” signal to proceed, so long as the pedestrian completes the crossing before the display of the steady “DON’T WALK OR WALK” or “WAIT” or approved “Upraised Hand” symbol. Design Information Bulletin 89-01 A Class IV Bikeway (separated bikeway) is a bikeway for the exclusive use of bicycles and includes a separation required between the separated bikeway and the through vehicular traffic. The purpose of Design Information Bulletin (DIB) 89-01 is to provide design criteria and guidance on best practices related to these separated bikeways to establish a uniform guidance that will facilitate consistent user expectations. DIB 89-01 intends to allow designers to exercise sound judgement when applying it, while being consistent with

CHAPTER 1 // INTRODUCTION

Caltran’s Highway Design Manual and the CA MUTCD. This DIB is written to allow for flexibility in applying design criteria, taking into consideration the context of the project’s location, enabling designers to tailor the design and maximize safety and comfort. Best practices from cities, states and countries currently operating separated bikeways have been used to formulate the DIB 89-01. This DIB will be updated as necessary based on lessons learned from engineers and practitioners as they gain more experience with the use of separated bikeways.

Federal Legislation Safe Streets Act (S-2004/HR-2468) HR2468 encourages safer streets through policy adoption at the state and regional levels, mirroring an approach already being used in many local jurisdictions, regional agencies and states governments. The bill calls upon all states and metropolitan planning organizations (MPOs) to adopt Safe Streets policies for federally funded construction and roadway im›provement projects within two years. Federal legislation will ensure consistency and flexibility in road-building processes and standards at all levels of governance.

motorists. Since they are still considered an experimental traffic control device, the Federal Highway Administration issued an Interim Approval to allow the provisional use of intersection bicycle boxes in October 2016. This Interim Approval does not create a new mandate compelling the use of intersection bicycle boxes, but will allow agencies to install intersection bicycle boxes, pending official rulemaking revising the MUTCD, to facilitate more efficient operations at intersections. Interim Approval of a provisional device typically results in its inclusion in a future Notice of Proposed Amendments to revise the MUTCD. However, this Interim Approval does not guarantee adoption of the provisional device, either in whole or in part, in any future rulemaking that revises the MUTCD.

Electric Bicycle

Signalized Mid-block Crossing

Interim Approval for Optional Use of an Intersection Bicycle Box (IA-18) Intersection bicycle boxes are designated areas at signalized intersections that provide bicyclist with a space in which to wait in front of stopped motor vehicles during the red signal phase so that they are more visible to

Intersection Bicycle Box

SANTA ANA ACTIVE TRANSPORTATION PLAN

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02 Existing Conditions &

Analysis

Existing Conditions Understanding the existing conditions in Santa Ana and the adjacent region is imperative for planning for its future. This chapter summarizes the Cityâ&#x20AC;&#x2122;s existing conditions to provide meaningful discussions on how each of the topics that support or impede pedestrian and bicycle facility development within the City. This chapter includes sections on Santa Anaâ&#x20AC;&#x2122;s land use, various relevant datasets such as bicycle and pedestrian collisions, and existing infrastructure. In addition to physical characteristics, data from the 2017 American Community Survey were used to analyze the demographic and commuting characteristics of the cityâ&#x20AC;&#x2122;s residents.

Demographics According to the U.S. Census 2017 American Community Survey (ACS), Santa Ana has a population of 334,493 within its 27.5 square mile city boundary. The City has the fourth highest population density in the United States, with 12,163 people per square mile in 75,980 households. The population of Santa Ana is relatively young with over 30 percent of the population being under the age of 19, while only 8 percent being classified as seniors (over the age of 65). The racial and ethnic makeup in Santa Ana is 44 percent white, 12 percent Asian, one percent Black, 0.6 percent American Indian, 0.3 percent Pacific Islander, two percent two or more races, and 41 percent of some other race. About 77.3 percent of the population identifies as Hispanic or Latino. Median household income is $57,151 with 20 percent of residents reporting incomes below the national poverty level. Of the households surveyed in 2017, most households have access to one or more vehicles, with over six percent reporting lacking access to a vehicle.

Source: 2017 American Community Survey 5-year Estimate

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Mode Share According to the U.S. Census 2017 American Community Survey, there are an estimated 156,887 workers in Santa Ana. Mode splits for workers’ commute trips are:

• Car: 87.7 percent • Transit: 5.8 percent • Walk: 2.1 percent • Bicycle: 0.9 percent • Work from Home: 2.0 percent • Other Means: 1.5 percent Over 87 percent of workers in Santa Ana drive to work. This suggests that investments in transit and other mobility choices should be done to reduce employee commuter trips and reduce traffic congestion in Santa Ana.

Walking Mode Share The walking mode share measures the percentage of workers aged 16 years and over who commute to work by foot. Mode share reflects how well infrastructure and land-use patterns support travel to work by foot. In the city, walking mode share patterns are connected to the relative proximity of housing to employment centers.

Source: 2017 American Community Survey 5-year Estimate

Bicycling Mode Share Similar to the walking mode share, bicycling mode share measures the percentage of resident workers aged 16 years and over who commute to work by bicycle. In the city, moderate bicycling mode share levels are evenly distributed, with peaks observed near high residential concentrations and retail commercial centers.

Public Transit Mode Share Transit mode share measures the percentage of workers aged 16 years and over who commute to work by transit. This mode share reflects how well first mile-last mile infrastructure, transit routes, and land-use patterns support travel to work by transit.

SANTA ANA ACTIVE TRANSPORTATION PLAN

Existing and Previously Proposed Bicycle Facilities The existing bicycle facility network in Santa Ana is comprised of multi-use paths, bicycle lanes, and shared bicycle routes making up 42 miles of existing bikeways, as shown in Figure 2-1. Over 47 percent of the existing infrastructure is multi-use paths and most of them are along Maple Street, Flower Street, Bear Street, Alton Avenue, and the Santa Ana River channel. The existing infrastructure was reviewed for potential upgrades and missing sidewalk data helped guide future infill project recommendations. The previously proposed bicycle facilities documented in the General Plan provided a foundation for the recommended bicycle network of this plan (see Figure 2-2). This network was analyzed for connectivity within the city and with other surrounding jurisdictions and was presented at the public workshops to gather additional input on routes they felt were important and which should move forward as recommendations. Additionally, previously proposed project corridors identified in the Safe Mobility Santa Ana, the Central Santa Complete Streets Plan, the Downtown Santa Complete Streets Plan, and 2018 ATP grants were taken into consideration to complete this bicycle and pedestrian network (see Figure 2-3). While many of these proposed routes remain, they may change in terms of facility types due to existing conditions, city and public input, and best practices.

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-1: Existing Bicycle Facilities

SANTA ANA ACTIVE TRANSPORTATION PLAN

Figure 2-2: Previously Planned Bicycle Facilities

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-3: Previously Planned Project Corridors

SANTA ANA ACTIVE TRANSPORTATION PLAN

Sidewalk Network Evaluation Identifying deficiencies in the pedestrian network is critical for encouraging active transportation. In order to evaluate Santa Anaâ&#x20AC;&#x2122;s existing sidewalk network, data collected by the City was analyzed, especially around key destinations that include schools, parks, and employment centers (see Figure 2-4). For a city this size, the sidewalk network is fairly well connected. However pedestrian barriers on the sidewalks still exists such as utilities and obstructions.

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-4: Street Sidewalk Evaluation

SANTA ANA ACTIVE TRANSPORTATION PLAN

Land Use and Activity Centers Existing land use patterns in Santa Ana are defined by a fairly conventional urban street pattern of primarily low density residential development interspersed with pockets of other land uses, that include low-medium and medium density residential, institutional, commercial, and industrial (see Figure 2-5). The concentrations of general commercial and professional and administration offices occur primarily along major thoroughfares, such as Tustin Avenue and Grand Avenue. Areas of major activity, including downtown, the Museum District, the Transit Village Centers, among others, are designated as District Center. Urban neighborhoods can be found primarily near these activity centers, especially east of downtown and along Harbor Boulevard. Small pockets of open space is found all throughout the City, with a large dedicated area around Santa Ana River to the east In order to be eligible for State funding, a cityâ&#x20AC;&#x2122;s bicycle and pedestrian plan must address connections between specific activity center types. These activity centers are essential destinations, including the communityâ&#x20AC;&#x2122;s major employers, office buildings, industrial sites, government sites, retail centers, hospitals, tourist attractions, schools and parks. Identifying these centers, and their draw for the community, is essential to creating useful bicycle and pedestrian networks. It is important to site facilities that connect the places people actually want to frequent. Activity centers in Santa Ana are spread throughout the City with commercial and office sites mostly concentrated along major and secondary arterials that include Bristol Street, Main Street, Harbor Boulevard, 1st Street, 17th Street, and Tustin Avenue. Public sites, such as schools and parks, are more evenly distributed throughout Santa Ana.

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-5: Land Use

SANTA ANA ACTIVE TRANSPORTATION PLAN

Roadway Conditions The streets in Santa Ana are classified into six different categories, which is consistent with OCTAâ&#x20AC;&#x2122;s Master Plan of Streets and Highways. The street network consists of major arterials, primary and secondary arterials, commuter streets, local commercial streets, and local streets. The arterial streets provide city-wide, uninterrupted transportation to commuters. Most of these streets are not interrupted by the railroad corridors and highways that traverse and surround the cities. The minor streets primarily service the residential neighborhoods, many ending in cul-de-sacs near railroad, highways, and utility right-of-way corridors. The prevalence of major arterials within Santa Ana, as shown in Figure 2-6, underscores the need for defined facilities along the roadways with higher lane counts as they typically experience higher traffic volumes. It also identifies connector streets that may be good alternatives for bicycle facilities given their low lane count. The roadways were analyzed further to determine suitability.

Speed Limits The majority of Santa Anaâ&#x20AC;&#x2122;s busier corridors have posted speed limits of 30-35 (36 percent) and 40-45 (64 percent) miles per hour (mph), including major arterial streets for cross city traffic. None of the streets within Santa Ana have posted speeds of 50 mph or above. Besides the high-volume streets, the cityâ&#x20AC;&#x2122;s low speed streets have a posted speed limit of 25 mph, which makes them conducive to bicycle facilities, such as bicycle boulevards and neighborhood greenways, or shared bicycle routes.

*For arterials and commercial streets

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-6: Street Classification

SANTA ANA ACTIVE TRANSPORTATION PLAN

Transit Routes and Stops There are 27 bus routes and 672 bus stops within Santa Ana, as shown in Figure 2-7. The transit services include Fixed Routes, Community Shuttles, Intracounty Express Routes, and Metrolink Feeder Routes. As part of the analysis, these routes and stops were collected to ensure improving access to them was integrated into the plan as major destinations. Additionally, the Santa Ana Regional Transportation Center provides commuter rail services through Metrolinkâ&#x20AC;&#x2122;s Orange County Orange County and Inland Empire-Orange County Lines, connecting Santa Ana with Los Angeles, San Bernardino, and Oceanside. Approximately six percent of workers use public transit as their primary mode of transportation. In addition to the existing bus routes, OC Streetcar, a light rail line running through Santa Ana and the City of Garden Grove is currently under construction. The project, which is expected to begin operations in 2020, will link the Santa Ana Regional Transportation Center (SARTC) to a new multimodal hub in Garden Grove. The OC Streetcar will serve downtown Santa and Civic Center, two areas of intense activity. This project will create a last-mile connection that will provide greater mobility and transportation choices to the residents of Santa Ana and the region.

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-7: Transit Routes

SANTA ANA ACTIVE TRANSPORTATION PLAN

Analysis To develop this ATP, a thorough analysis of existing conditions in Santa Ana was conducted that involved GIS analyses, field work, community outreach, and meetings with City staff to gather data and input. GIS-specific analyses involved processing datasets from the city and open source databases, such as the Statewide Integrated Traffic Records System (SWITRS), and combining them to reveal patterns and relationships within Santa Ana.

Bicycle and Pedestrian Collisions Bicycle and pedestrian collision data were obtained from the Statewide Integrated Traffic Records System (SWITRS) collision dataset managed by the California Highway Patrol (CHP), which captures reported bicycle-vehicle, pedestrian-vehicle, and bicycle-pedestrian collisions that resulted in injury or property damage in Santa Ana in the five-year period of 2013 through 2017. Collision density and locations data are displayed on Figure 2-8. Collisions on off-street paths are not reported in the dataset. It is important to note that collisions involving bicyclists and pedestrians are known to be under-reported, and therefore such collisions are likely under-represented in this analysis. In the past five years there were 788 bicycle-related collisions and 767 pedestrian-related collisions, 66 of which resulted in fatalities. The bulk of both collision types resulted in injury or complaint of pain (87 percent), with 13 percent resulting in severe injury or death. Most collisions (69 percent) occurred in daylight conditions or lighted conditions, with 31 percent occurring in either unlighted conditions or at dawn/dusk.

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-8: Collisions (2013-2017)

SANTA ANA ACTIVE TRANSPORTATION PLAN

Level of Traffic Stress Analysis (LTS) The Bicycle Level of Traffic Stress (LTS) analysis is a GIS-based tool used to quantify a bicyclist’s perception of comfort given specific roadway conditions. Because different bicyclists have different tolerances for stress created by volume, speed, and proximity of automobile traffic, the LTS method identifies four levels of stress, from the most comfortable scenario to the least tolerable conditions. Bicycle Level of Traffic Stress (LTS) criteria span from 1 to 4, with 1 being the least stressful or most comfortable, and 4 being the most stressful.

Bicycle User Classification System

The analysis was applied to Santa Ana’s entire street network, as shown in Figure 2-9. Although some of the major corridors have bicycle facilities, most of them have the highest level of traffic stress (LTS 4). This means that only the most confident, experienced, and strong bicyclists are willing to ride on these facilities, while the other users may not feel safe and comfortable riding on the larger thoroughfares, as shown in the Bicycle User Classification System developed by the City of Portland. The least stressful corridors can be found on the smaller neighborhood streets, as well as busier roadways with existing bicycle facilities, including sections of Bristol Street, Maple Street, and West Alton Avenue. Strong and Fearless Riding is a strong part of my identity and I am undeterred by traffic speed and volume, or other roadway conditions.

Enthused and Confident I am comfortable sharing the road with motor vehicles, but given a choice, I prefer to use bike lanes and boulevards.

Interested but Concerned I like riding a bike, but I don’t ride much. I would like to feel safer when I do ride, with less traffic and slower speeds.

No Way, No How! I don’t ride at all due to inability, fear for my safety, or simply a complete and utter lack of interest.

60%

33%

7% 1%

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-9: Level of Traffic Stress

SANTA ANA ACTIVE TRANSPORTATION PLAN

Street Light Analysis Street lighting, both actual and perceived, has been an important factor for public safety. Dark roadway segments were an issue brought up through community input, both on some residential streets and crossings, particularly while walking. The City maintains a well-established street light database that allowed further analysis to correlate street light coverage and corridors with existing active transportation facilities. Figure 2-10 illustrates street light coverage within the City of Santa Ana. The yellow dots represent the approximate illumination areas, and the heavy black lines represent the underlying streets to help make the gaps in street light presence stand out. Overall, the city is well lighted. However, segments of Bristol Street, Broadway, 5th Street, Grand Avenue, Fairhaven Avenue, Santa Clara Avenue, and Alton Avenue have discontinuous unlighted segments. Additionally, minor streets located in residential neighborhoods towards the western and southern city limits are missing street lighting as well.

32%

of the collisions that were reported between 2013 and 2017 occurred under dark conditions

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-10: Street Light Analysis

SANTA ANA ACTIVE TRANSPORTATION PLAN

Bicycle and Pedestrian Priority Model To help define study focus areas, a Geographic Information Systems (GIS) model was created to reveal relationships between the many factors analyzed. A Bicycle-Pedestrian Priority Model (BPPM) was developed, considering all of the previously discussed analysis inputs, to establish where bicyclists and pedestrians are most likely to be, either currently or if improvements were to be made. The BPPM is comprised of three submodels: Attractor, Generator, and Barrier Models. These three sub-models are then combined to create the composite Bicycle-Pedestrian Priority Model. Attractors are essentially activity centers known to attract bicyclists and pedestrians. Examples are schools, transit stops, and shopping centers. Generators are developed from demographic data and address potential pedestrian and bicyclist volume based on how many people live and work within the study area. Examples of generators are population density, employment density, primary mode of transportation to work and vehicle ownership. Barriers are features likely to discourage or detract people from bicycling or walking. These are generally physical limitations, such as areas with high numbers of bicycle-related collisions, high vehicle volumes and speeds, and missing sidewalks. The resulting map displayed in Figure 2-11 was employed to aid in developing general recommendations and to help select priority projects described in the following chapter. When comparing the input from public workshops, stakeholders, and project surveys, there was correlation between the high propensity areas for bicycling and walking with input provided. The bicycle and pedestrian propensity map shows highest likely use along major corridors, especially in downtown and central Santa Ana, including 17th Street, 1st Street, Bristol Street, Flower Street, Broadway, and Main Street. However, bicycle and pedestrian propensity is not only concentrated on the major roadways, it also permeates into local streets that people tend to use frequently.

Areas with Highest Propensity for Walking & Biking • Downtown Santa Ana • 17th Street • 1st Street • Bristol Street • Flower Street • Broadway • Main Street

CHAPTER 2 // EXISTING CONDITIONS AND ANALYSIS

Figure 2-11: Walking and Biking Propensity

SANTA ANA ACTIVE TRANSPORTATION PLAN

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03 Community

Engagement

Community Engagement Overview The ATP planning process was conducted in an open and transparent manner to ensure that community members were included throughout the entire course of the project. Community input and involvement were crucial to identify barriers to walking, bicycling, skateboarding or accessing transit. According to the Safe Mobility Santa Ana Plan (SMSA), more than half of Santa Ana’s residents rely on walking, bicycling, and public transit as their primary means of transportation. For youth,skateboarding and personal scooters are often used. This document also stated that there are more collisions in places with higher proportions of low-income households lower education levels, youth, and Hispanic residents. As a result, all outreach efforts were designed to intentionally target these disadvantaged communities by employing a variety of direct outreach strategies and wide-reaching communications.

Community Engagement Strategies The four primary community engagement strategies that were utilized for the ATP were:

• Community workshops • Active Transportation Working Group (ATWG) • Direct outreach efforts • Multimedia communications These strategies allowed to inform the public about the ATP, actively engaging community members and stakeholders in the process, and providing meaningful input.

The ATP’s outreach plan was tailored to utilize a variety of engagement strategies with a proven track record of effectiveness. This included both traditional strategies, as well as innovative ones designed to engage sectors that may be harder to reach.

Let ’s Build Safer Streets Together! 42

CHAPTER 3 // COMMUNITY ENGAGEMENT

Outreach Materials As part of the community engagement process, outreach materials were developed to maximize public participation.

Project Branding To generate public interest and to create a unique identity, the team branded the project with two logos designed specifically for this project. Santa Ana’s built environment and its historic water tower, as well as the multi-modal goals of the ATP, were used as inspiration for the logo and colors. The project’s branding was used in all outreach materials, including flyers, surveys, online map, and workshop exhibits.

Flyers and Announcements Because of Santa Ana’s diverse population, the project needed to have a variety of outreach methods, including printed media and an online presence. Bilingual flyers and posters were created to promote the six community workshops. According to the 2017 American Community Survey, approximately 77 percent of Santa Ana’s population is Hispanic. Because of these demographics, both illustrative and online outreach materials were created both in English and Spanish. In addition to this, the project team developed social media messages, including Facebook and Instagram posts and hashtags to reach out to interested members of the community. Other means of communication were also used, including advertisements in a magazine and a radio show. Furthermore, meeting notices and other communications were sent via email blast to notify the stakeholders about upcoming meetings and project updates.

Let ’s Build Safer Streets Together! What is the ATP ?

The City of Santa Ana is undertaking an Active Transportation Plan (ATP) to improve access, mobility, and safety for non-motorized modes of travel, including walking, rolling, and riding transit throughout Santa Ana. Please participate and tell us how you would like to make these modes a better option.

Stay Informed!

We want better streets throughout all of Santa Ana!!

#santaanamoves #SAmoveslikethis #muevetesantaana You can follow the project through Facebook or Instagram for future public input opportunities.

@SantaAnaMovesLikeThis

What Does the ATP Include? (Active Transportation Plan)

Walking

Rolling

Transit

Placemaking

Upcoming Workshops Saturday

3/23

5th Community Workshop Location: St. Peter Evangelical Lutheran Church 1510 N Parton St, Santa Ana, CA 92706 Date: March 23, 2019 Sign-in: 9:30am – 10am

Open House: 10am – 12pm 5th Community Workshop

Saturday

3/30

Location: Memorial Park 2102 S Flower St, Santa Ana, CA 92707 Date: March 30, 2019 Sign-in: 9:30am – 10am Open House: 10am – 12pm

Lunch will be provided at the end of each workshop

For more information, contact: Cory Wilkerson Active Transportation Coordinator (714) 647-5643 cwilkerson@santa-ana.org

Project logos and outreach materials SANTA ANA ACTIVE TRANSPORTATION PLAN

Survey A survey was prepared to determine satisfaction levels of current pedestrian and bicycle infrastructure, along with desired improvements. The survey asked people a variety of mobility and public transit questions, and prompted them to provide both general and site-specific comments. Surveys were distributed during the first four community workshops, as well as during pop-up events, door-to-door outreach efforts, and through the ATWG members. Additionally, an online version was also made available to the public through the last community workshop.

Online Map

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An online comment map was created as a supplemental input method that Santa Ana residents and stakeholders could use to highlight location-specific constraints and opportunities. It also provided the opportunity to categorize the type of issues or improvements identified on the map (e.g. bike, pedestrian, transit, etc.) and allowed respondents to attach photos and include comments. All points were automatically geo-referenced and allowed anyone to see where others had similar issues. This platform allowed the team and the City to efficiently document and analyze comments identified by the community.

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ATP survey 44

CHAPTER 3 // COMMUNITY ENGAGEMENT

Community Workshops

SANTA TRAN ANA ACTIV SP E PLAN ORTATION

¡Construyamo s juntos calles La Ciudad de Santa Ana est á llev de Transporte Activo (ATP), red ando a cabo un Plan ise mejorar el acc eso, la movilidad ñando las calles para y la seguridad caminamos, and cuando amos en bicicle ta Ana. Participe y cuéntenos qué y paseamos por Santa le gustaría ver estos modos de para que transporte sea n una mejor opc ión. ¡Manténgase informado! Puede seguir el proyecto a través o Instagram par a oportunidade de Facebook participación s futuras de .

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The workshops were designed to encourage participation and included a series of activities, such as ice breakers, presentations, and design charrettes. In order to engage attendees, a “world-café” session format was used to break up participants into smaller groups to facilitate discussions. As part of this format, two rounds of four rotations were performed. During the first round, residents were asked identify barriers to walking, bicycling, and accessing transit in Santa Ana. Subsequently, participants were asked to provide potential solutions to these issues as part of the second round. The workshops finalized with a brief summary of the issues and solutions that were identified at each table. To ensure that the community workshops were accessible to all residents and to maximize participation, childcare, food, translated materials, and simultaneous interpretation for non-English speakers were provided.

The Cit y Active of Santa Ana Tr is access, ansportation undertaking P m a modes obility, and sa lan (ATP) to n improve of trave fe ty for n riding tr l, ansit th including wa on-motorize lk d particip rougho ing, rolli u a these m te and tell us t Santa Ana. ng, and Ple ho odes yo ur top w you would ase choice lik e make for tran sporta tion.

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A total of six community-wide workshops were conducted throughout the ATP planning process. Residents and various stakeholders (e.g., community-based organizations, businesses, health organizations) were engaged in open discussions regarding the community’s needs, which allowed to set up the priorities for the proposed active transportation projects. The events took place in key areas of the city where higher collision rates have resulted in pedestrian and cyclist injuries and fatalities, as identified in the SMSA. These areas included five of the six City wards.

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Workshop #1: Roosevelt Elementary (Wards 1 and 2) The first community workshop took place on Saturday, May 19th 2018 at Roosevelt Elementary. To ensure a diverse community participation, email blasts were sent out and various partners were contacted, including ATWG members, the City of Santa Ana, the Santa Ana Active Streets coalition, the Orange County Transportation Authority, among others (for detailed list see Appendix X). Additionally, flyers and posters were distributed, and phone calls were done to invite residents. Other outreach efforts included a pop-up event, door-to-door outreach, and social media posts. A total of 25 people attended and had the opportunity to share their thoughts and concerns regarding active transportation in Santa Ana.

Workshop #2: Heritage Museum (Ward 6) The second community workshop was held on Saturday, July 14th 2018 at the Heritage Museum. Similarly to workshop #1, a variety of outreach methods were used to ensure community participation. This included a walking audit on Fairview Street a week before the event, during which passing residents and students were invited. A total of 36 residents were in attendance.

Workshop #1 at Roosevelt Elementary 46

Workshop #2 at the Heritage Museum

CHAPTER 3 // COMMUNITY ENGAGEMENT

Workshop #3: Delhi Park (Ward 1) The third community workshop was carried out on Saturday, August 25th 2018 at Delhi Park. This was one of the most successful workshops with 55 people in attendance. In order to promote this workshop, a series of events were held at the Delhi Community Center, including a pop-up event and an ATP and complete streets presentation to 80 senior residents. Additionally, a presentation was done in collaboration with the Santa Ana Neighborhood Initiatives department to 70 city residents during the Resident Leadership convening.

Workshop #4: Rosita Park (Wards 3 and 5) The fourth community workshop took place on Saturday, September 29th 2018 at Rosita Park. Similarly to workshop #3, a series of events were held at the Salgado Community Center to engaged parents and children that live in the area. A total of 71 residents including children participated in this workshop.

Workshop #3 at Delhi Park

Workshop #4 at Rosita Park SANTA ANA ACTIVE TRANSPORTATION PLAN

EQUITY

Recommendations Workshops

| EQUID AD

The AT P prio ritizes whose th pr skateb imary mode e safety of Sa oa of is give rding, and pu transportatio nta Ana resid n to lo blic tra n is wal ents w-in nspo the risk ki for collis come neighb rtation. Spec ng, biking, barrier orhood ial ions is s for gr s and stre emphasis eater. Th un potent ets whe is plan ially ha derserved intend popula rm and ge s to redu re tio ntrifica ful long-term ce impact ns while m tion. iti s, such El ATP as disp gating le da pr lacemen io Santa t Ana cu ridad a la se yo guridad andar en bicic principal m de los od le residen hincap ié en lo ta, patinar y o de transpo te el trans rte es ca s de s vecin riesgo porte pú de da minar, bl las barre colisiones es rios de bajo s ingres ico. Se hace mitiga ras para las mayor. Este plan pr os donde el po im etende como el pactos pote blaciones de reducir ncialm sa despla te nd ente idas m zamient ient o y la ge dañinos a largo pl ras ntrifica azo, ción. PO

Upon completion of the public workshops, recommendations for projects and programs were developed. A second round of workshops were then conducted to gather final feedback on the proposed projects and programs to be incorporated into the final ATP.

CONS IDER TH UNDE E TRAN RS SP Recogn ERVED POPU ORTATION ize the NEEDS import LATIONS being OF TR an saf ADITION who can e, especially ce to address ALLY the for the not aff ord, op younge barriers tha erate, t preven r and or cho t trips fro ose to lower incom m forgo veh e po icle ow pulations nership. EXAM INE Existing ORGANIZAT IONAL practic when es and PRACTIC it ES AN practic comes to tra policies may D POLIC es nsp ha IES opportu should be pe ortation eq ve uninten ded nities. uity. rformed to identi A systemati consequences c review fy poten tial eq uity iss of its ues an d

EXAM INA Las prá R PRÁCTIC AS ctic deseada as y polític Y POLÍTICA S ORGA as existe realiza s cuando se NIZAC r IONAL trata de ntes pueden ES posibles una revisión ten sistem la equidad en er consecue proble áti mas y ncias no el transp oportun ca de sus orte. prá idades para me cticas para Se debe jorar la ide equidad ntificar . AUME NT Una en AR LA DIVER cuesta SIDAD sociod DE PERS reciente em y la co ográficos de ha demostrad ONAL munidad o la dis quienes continu paridad toman amente a la que de en las de niveles ben aumenta cisiones tre los datos de lide PRIOR r la div servir. Las de tra razgo y labora ITI nsport l repres de quien ersidad de agencias de e Agencie ZE PROJECTS ente a ben bu s can IN la comu es toman de su personal are dis aim to LIGHT OF EQ en tod scar cis nid ion ad a la proportio os los UITY CO impleme que sirv es para que acknow su fuerza e. ledging nally affected nt improve NSIDERATIO for vulne ments NS tha PRIOR in are rable gro t policies an by health IZA as and saf d ups ca Las ag R PROYECTO ety bu that n bene designs tha en S t impro rde fit every se ven cias pueden TOMANDO ve cond ns, one in EN afe inte the co segurida ctadas de ma ntar implem CUENTA LA FAIRHAVEN AV mmun itions EQ d, ity. las cond reconocien nera desprop entar mejoras UIDAD IHDS do orc iciones ENCO en la co para los que las polític ionada en cuaen áreas qu URAG e mu gru as y nto a sal nidad. E PUBL pos vul Collab IC INV nerables los diseños ud y oration OL que VE pueden wit process. ME h the co benefici mejoran mmun NT ar a tod underse Individuals, ity is an os es rved co the tra mmun pecially tho integral part FO ns ities, ne se belon of the portatio MENT 24 planning ed n plann gin La colab AR LA PARTICI ing pro to be empowe g to tradit A AV PACIÓ oració ionally cesses E SANTA CLAR N de pla n con la and ha red to partic nifi comunid PÚBLICA ipa ve their pertene cación. Lo 31 ad es un needs te in s ce heard. a parte tener la n a comunid individuos, especia integral de oport ades tra l proce de lmen dicion l transpo unidad para Muir so participa almente de te aquellos rte y ha Fundamental ce satendid qu r en r que se Elementary as, debe e Sierra escuch los procesos n de pla tory en Prepara sus ne cesidad nificación Academy es.

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CHAPTER 3 // COMMUNITY ENGAGEMENT

Workshop #5: St. Peter Church (Wards 2 and 5) The fifth community workshop was held on Saturday, March 23th 2019 at St. Peter Evangelical Lutheran Church. For this workshop, extensive door-to-door outreach was performed and students and parents from nearby Willard Intermediate School were invited. Additionally, the workshop was advertised on several local printed media outlets and radio stations. In contrast with the previous workshops, this workshop was designed as an open house format organized around a series of information boards. Attendees were invited to review information, ask questions to the project team, give feedback, and vote on their preferred solutions. A total of 32 residents attended this workshop.

Workshop #6: Memorial Park (Wards 1 and 2)

Workshop #5 at St. Peter Evangelical Lutheran Church

Workshop #6 at Memorial Park

The sixth and final community workshop took place on Saturday, March 30th 2019 at Memorial Park. Similar outreach strategies to the ones used for workshop #5 were employed, including advertisements on local printed media and radio stations. Washington Elementary School students and parents were invited as well. Additionally, a mass text messaging platform was used to reach out to people that had attended some of the previous workshops. This workshop had the highest attendance of all with 82 participants, and was also organized as an open house format where people were asked to vote on their preferred solutions and recommendations. SANTA ANA ACTIVE TRANSPORTATION PLAN

Active Transportation Working Group The Active Transportation Working Group (ATWG) was a key component of the Community Outreach and Engagement Plan. Health and traffic safety institutions, non-profit and faith-based partners, and community members and neighborhood association stakeholders were invited to join the ATWG and become advisors and champions for the ATP. In order to be a part of the ATWG, members had to: • Be familiar with the Santa Ana community • Demonstrate interest and/or experience in active transportation matters • Be able to encourage their local networks to participate in the ATP planning process To represent the communities that are most reliant on alternate modes of transportation, it was important that the ATWG reflected Santa Ana’s diverse population. Once a list of candidates was completed, it was sent to the City for final vetting.

ATWG Meetings Summary The purpose of the ATWG meetings was to facilitate collective ownership by the community, and to ensure that an inclusive process was developed and carried out to benefit them in the long run. The ATWG met on a monthly basis and a total of nine working group meetings were held. The ATWG advised and supported the project team throughout the course of the project by providing feedback on several aspects of the project, including community outreach strategies and prioritization methodology. Members played a supporting role in the community outreach strategies by helping finalize the location, dates, agenda, and activities for each community workshop. Additionally, ATWG members conducted outreach within their own networks through personal announcements and social media posts.

The ATWG consisted of 15-18 key stakeholders that included representatives from local public and regional institutions, community residents, and representatives from faith-based organizations and community-based organizations. Participating organizations include: • Health and traffic safety institutions • Non-profit and faith-based organizations • Community members and neighborhood associations • Elected and appointed boards and committee members

ATWG meetings

Direct Outreach Efforts The goal of the direct outreach efforts was to meaningfully and actively engage the community during the development of the ATP. In order to achieve this, a variety of methods were used to connect with the community, including: • A one-to-one direct outreach plan to inform people about the purpose of the ATP. This was the most intensive and effective method of communication and included group presentations, tabling at key events, popup events, and intensive door-to-door outreach. • A multimedia communications strategy plan, to expand even further the reach of the direct outreach.

Door-to-Door Outreach Door-to-door canvassing activities were a crucial component of the outreach campaign. Neighborhoods were selected based on pedestrian and bicyclist collision data from the SMSA, as well as areas that were not targeted during during previous planning projects, such as Downtown Complete Streets and Central Santa Ana Complete Streets. Additionally, intense door-to-door outreach was done in areas near the community workshop locations.

Pop-up Events A series of pop-up interactive stations were set up during several larger community events, such as Fiestas Patrias, the quarterly city yard sale, and ¡Luces Vivas! events. Popup stations were also located at some intersections with high collisions rates.

Door-to-door outreach efforts

Pop-up events

Presentations and Announcements In order to inform stakeholders about the progress of the ATP, presentations were done during neighborhood association meetings at community and faith-based centers. Announcements were also done at key anchor neighborhood locations, such as churches and schools, and flyers were distributed at businesses, food trucks, and public transit stops.

Multimedia Communications To maximize the validity of the input and to establish transparency throughout, it was necessary to ensure that the community had access to the ATP planning process from start to finish. Therefore, a comprehensive multimedia communications plan was employed that included social media, printed media, radio, videos, and text messaging.

Social Media Facebook and Instagram accounts were specifically created for the ATP with the purpose of posting pictures, flyers, and updates. This also allowed the public to follow the process and interact with the project team on an ongoing basis. The “Santa Ana Moves Like This!” project slogan and hashtag was also created to keep the public updated about the planning process and upcoming events. Additionally, LHA’s social media accounts were also used to promote the ATP and its events.

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Print media The ATP was featured in various local bilingual newspapers, including:

• The Orange County Register – 30,000 flyer inserts • Excelsior – 32,420 copies • Miniondas – 30,000 copies A total of 46 additional flyers were also created for multiple uses, including newspaper advertisements, social media, in-person outreach, posters, and promotion on the city’s website.

Radio Radio sessions and advertisements were scheduled with Radio Santa Ana and La Ranchera as a way to reach and inform listeners about the ATP and upcoming workshops.

• La Ranchera 96.7 FM broadcasted 35 radio announcements during the week of March 18, 2019.

• Radio Santa Ana 104.7 FM broadcasted event announcements during the week of March 24, 2019.

Videos Video narratives and interviews were gathered with the assistance of a video collective, especially around the areas with high collision rates. Also, a video recapping outreach and planning efforts was produced to showcase the project’s components. A total of 44 videos were created, including:

• Seven video packages created • 36 video stories shared on Instagram • One 2018 ATP recap video

Text Messaging The outreach efforts were maximized by using a mass text messaging platform. Santa Ana residents were invited to the last community workshop via text message, allowing to reach cell phone users from specific geographical areas in Santa Ana. In addition to this, 1,422 residents who were listed on the ATP contact list were also sent text messages.

Survey Summary

How often do you walk in Santa Ana?

A total of 531 people completed the survey and provided comments. The results were analyzed and used for the development of the potential project list. They also provided the City with a current view of peopleâ&#x20AC;&#x2122;s opinions, concerns, and desires for pedestrian and bicycle facilities. The following six figures depict results from the survey. About 82 percent of respondents walk more than once a week, while only 21 percent of respondents bike more than once a week. Over 66 percent of respondents drive to work or school and 55 percent of them drive to the park. In addition, when asked what would make walking and biking better in Santa Ana, respondents answered street lighting and bike lanes on the street respectively. These results communicate the importance of improving the walking and biking infrastructure in the City.

How do you get to work or school?

How do you get to the park? How often do you bike in Santa Ana?

CHAPTER 3 // COMMUNITY ENGAGEMENT

What would make walking better in Santa Ana?

What would make bicycling better in Santa Ana?

SANTA ANA ACTIVE TRANSPORTATION PLAN

CHAPTER 3 // COMMUNITY ENGAGEMENT

2018-2019 Outreach Numbers

SANTA ANA ACTIVE TRANSPORTATION PLAN

Equity Planning This ATP’s equitable planning process intends to mobilize underrepresented groups and other minorities in order to implement policies and programs to create a better active transportation network to serve these populations. This is particularly important in Santa Ana, where 55 percent of the population do not have access to a vehicle. Throughout the community engagement process, community members shared a variety of recommendations and concerns related to ensure that the planning process was done in an equitable manner. These recommendations were organized into the following five categories:

• Focus on street improvements that make the streets safer for our

most vulnerable residents, such as children and seniors. (i.e., accessibility) • Have a formula to prioritize which streets or areas to improve first (e.g., based on need, high number of collisions, near schools) (i.e., accessibility) • Have standard guidelines to proactively prevent and mitigate displacement that may result from transportation projects (i.e., housing development and affordability & street widening) • Focus on more education and less enforcement tactics to encourage improved behaviors (i.e., public safety) • Assess the positive and negative impacts of ATP improvements on the surrounding community and prioritize projects that provide the most benefit In order to address these concerns, priority attention was given to promote a wider range of mobility choices for those Santa Ana residents who have few, if any, choices. These options would allow the community to recognized what would best establish a transportation system from one that is focused around the use of motor vehicles to one that meets the needs of all users.

04 Recommendations, Goals & Programs

Active Transportation Goals and Policies Complete the Network

»» Number of ADA ramps upgraded/replaced »» Number of transit accessibility improvements built »» Bicycling, walking, and multimodal Levels of Service (LOS) »» Percentage of transit stops accessible via sidewalks and curb

Goal 1: Develop a comprehensive non-motorized network and infrastructure to provide safe, fun, convenient, healthy, and environmentally-friendly travel throughout the City for all ages and abilities.

»» Rate of reported crashes, injuries, and fatalities by mode »» Rate of children walking, bicycling or using other non-motorized

Policy 1.1 Acknowledge skateboards, roller blades, roller skates and scooters as a form of non-motorized active transportation along with bicycling and walking.

»» Vehicle Miles Traveled (VMT)

Policy 1.2 The City shall develop an ongoing multi-modal improvement planning process to review facilities installed, assess future needs, potential funding sources and make recommendations to update the Active Transportation Plan. Policy 1.3 The City shall forecast future bicycling and walking travel needs for all ages and abilities to close both actual and perceived gaps in the network.

• Action 1.3.1 Establish specific standard locations throughout the City

for annual vehicle and non-motorized movement counts. • Action 1.3.2 Coordinate with regional agencies and institutions on non-motorized counts being conducted for other studies for locations within the City. • Action 1.3.3 Conduct annual or biannual counts of non-motorized user volumes near schools during peak morning arrivals and afternoon departures. • Action 1.3.4 Conduct annual or biannual counts of non-motorized user volumes near high priority projects along existing and planned regional corridors, freeway crossings, and activity centers that are identified in this plan. • Action 1.3.5 Routinely collect non-motorized user volumes and movements by including them with all intersection turning movement and freeway overcrossing counts. • Action 1.3.6 Evaluate performance measures for planned and completed active transportation projects that may include:

»» Total miles of bikeways built or striped »» Linear feet of new walkways built 60

ramps

modes to school

Policy 1.4 The City shall implement new or complementary policies to evaluate alternative performance measures for non-motorized active transportation modes, such as Vehicle Miles Traveled (VMT) reductions. Policy 1.5 The City shall develop an integrated multimodal public transportation system with an emphasis on the ability to use non-motorized transportation as a viable means for commuting so that commuters are not as reliant on automobiles.

• Action 1.5.1 Work with Orange County Transit Authority (OCTA) to outfit new buses and retrofit older buses to include bicycle racks with increased bicycle loading capacity, and that the Santa Ana Regional Transportation Center provides enough bicycle racks, lockers, restroom, and changing facilities, and drinking fountains. • Action 1.5.2 Ensure safe walking access to bus stops.

Policy 1.6 The City shall develop bicycling and walking connections within the City limits that integrate with neighboring jurisdiction’s planning to provide regional bikeway and trail connections.

• Action 1.6.1 Collaborate with SCAG, OCTA, and neighboring agencies on planning, design, funding, and implementation of significant regional corridors.

Policy 1.7 The City shall plan, upgrade, and expand bicycling and walking network improvements consistent with the vision of this plan.

• Action 1.7.1 Ensure bicycling and walking facilities in all new Specific Plans and the General Plan Element Updates are consistent with this Active Transportation Plan.

Policy 1.8 The City shall include small scale projects, such as signing and striping, in upcoming City paving projects when appropriate.

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Policy 1.9 The City shall provide safe non-motorized infrastructure between major destinations such as retail, entertainment, and services, employment centers, neighborhoods, transit, schools, and parks – consistent with this plan, and the City’s Circulation Element.

• Action 1.9.1 Develop a series of connected and safe non-motorized

loops that connect to local and regional destinations for residents, employees, students, and tourists. • Action 1.9.2 Install pedestrian scale lighting at key crossing locations, especially uncontrolled crosswalks. • Action 1.9.3 Improve street crossings and close gaps (both actual and perceived) in the sidewalk and bikeway systems through development review and capital improvement projects. • Action 1.9.4 Prioritize bicycling and walking improvements around schools, parks, along transit corridors, and Santa Ana Regional Transportation Center. Policy 1.10 The City shall recognize that all roadways, except where prohibited, can and will be used by pedestrians and bicyclists.

• Action 1.10.1 Promote the concept that what is good for the walking and biking public is good for the community as a whole.

• Action 1.10.2 Assess all roadways for the implementation of bicycle

and pedestrian infrastructure regardless of the active transportation network identified in this ATP.

Complete Street Design Goal 2: Design non-motorized infrastructure to allow users of all ages and abilities to access schools, neighborhoods, parks, and employment and commercial centers. Policy 2.1 The City shall implement best practices for community-supported design of non-motorized active transportation improvements.

• Action 2.1.1 Establish and administer an active, inclusive Active Trans-

portation Advisory Committee (ATAC) with representatives from Santa Ana neighborhoods, community-based organizations, and transportation stakeholders to review projects, funding, and implementation, and to collect input and recommendation on proposed designs for non-motorized projects before plans are brought before decision-makers.

• Action 2.2.2 A future Active Transportation Advisory Committee

(ATAC) team should explore the feasibility of developing a volunteer program for organizations, businesses, and private citizens to contribute towards maintenance by adopting a bikeway or multi-use path, as well as generating publicity for the group’s service.

Policy 2.2 The City shall design streets using a “centerline outward” approach that considers all users by providing only as many travel lanes as needed and only as wide as needed. Policy 2.3 The City shall consider designs to benefit all modes of non-motorized travel.

• Action 2.3.1 Ensure all new streets and street maintenance projects include “Complete Streets” improvements for vehicle, transit, and non-motorized active transportation modes. • Action 2.3.2 Incorporate “Complete Streets” design standards into the City’s Street Design Standards and Specifications for new and rehabilitated street improvements. • Action 2.3.4 Identify locations where pedestrian signals need to be re-programmed to allow for longer walking phases to accommodate slower walkers. • Action 2.3.5 Ensure sidewalks meet ADA standards and are maintained regularly. • Action 2.3.6 Wherever applicable, implement planted parkways zones to provide additional separation between the sidewalk and travel lanes, particularly along higher speed arterials. • Action 2.3.7 Install innovative bikeway safety features, as appropriate, such as separated bikeways, and bicycle loop detection devices, and eliminate on-street parking conflicts. • Action 2.3.8 When re-striping or implementing planned bicycle lanes, provide buffering. In general, buffering from vehicle parking should take precedence over buffering from the adjacent travel lane. • Action 2.3.9 Install Shared Lane Markings, or “sharrows” when installing Class III signed bicycle routes. • Action 2.3.10 New or modified traffic signals along City streets with designated Class II or Class III bikeways shall include bicycle detection systems. • Action 2.3.11 Determine crosswalk spacing criteria according to the walking network, built environment, and observed desire lines.

SANTA ANA ACTIVE TRANSPORTATION PLAN

• Action 2.3.12 On streets where vehicle volume, speed, or collisions

are impacting non-motorized travel, consider remedies such as signage, striping, or other traffic calming measures. • Action 2.3.13 Ensure traffic calming street facilities such as curb extensions, traffic circles, and roundabouts, are designed to safely accommodate non-motorized users. • Action 2.3.14 Where competing demands for right-of-way present unique challenges that traditional facilities may not wholly meet (e.g., space constraints or potential conflicts between user groups), the City may consider alternative design treatments such as, but not limited to, colored pavement, bike boxes and buffered bicycle lanes. • Action 2.3.15 Improve non-motorized safety by ensuring facilities are designed to reduce conflicts with vehicles. Policy 2.4 The City shall design new and rehabilitated streets with the standards set forth in the City’s General Plan Circulation Elements, Complete Streets studies, Active Transportation Plan, state, and national trends in addressing a variety of transportation needs including vehicle, transit, bicycling, skateboards, scooters, and walking modes. Policy 2.5 The City shall incorporate the latest in safety design standards/best practices, signage, and traffic control techniques approved and accepted by Caltrans, FHWA, or City, into City regulations to ensure a high level of safety for non-motorized users and motorists (e.g. NACTO Urban Street Design Guide)

• Action 2.5.1 Reference and incorporate the latest advances in

non-motorized, transit, and urban greening infrastructure design for existing and future projects.

Policy 2.6 Design storm drain inlets that minimize the flow line depression extending into the bicycle lanes, by creating more capacity at the inlet or by-pass flow.

• Action 2.6.1 New drainage inlets shall not be installed in Class II bicy-

cle lanes unless necessary. If so, they shall at minimum be equipped with “bicycle-friendly” grates. • Action 2.6.2 Ensure bicycle lanes and buffered bicycle lanes comply with City design standards including minimum widths and are not impacted by storm drain inlet designs (depressions in the bicyclist’s path of travel). 62

Policy 2.7 The City shall strive to incorporate “Complete Street” design standards to all roadways and intersections to ensure that users of all ages and abilities, pursuing all activities are able to move safely throughout the street network.

• Action 2.7.1 Implement a standard motor vehicle lane width of 160

feet to reduce vehicle speed and provide space for non-motorized roadway users.

Maintenance Goal 3: Maintain non-motorized infrastructure to allow users of all ages and abilities to access schools, neighborhoods, parks, and employment and commercial centers. Policy 3.1 The City shall maintain smooth bikeway pavement surfaces free of potholes consistent with Section 164.165 (166) and Table 167.168 of the Caltrans Highway Design Manual.

• Action 3.1.1 Inspect bikeways and bikeway connections on a routine basis, such as biennially, to identify maintenance issues, including but not limited to:

»» Potholes, »» “Alligator” cracks, »» Longitudinal and transverse cracks, »» Steps in the pavement surface, »» Hazardous drainage grates, »» Sunken or raised utility trenches or covers, »» Encroaching vegetation, »» Faded or missing bicycle lane striping, pavement symbols or signs, »» Poor street repairs (uneven surfaces), and »» Signal actuation, bicycle placement/positioning stencil. • Action 3.1.2 Prepare a report identifying the problems, recommended

action, priority, and time frame for correction. The report should include recommendations for bikeway and directional signage as needed. • Action 3.1.3 Maintain a reporting mechanism on the City’s website to aid the public in reporting problems. Policy 3.2 The City shall ensure the City’s pavement management system maintains safe, clean bikeways, sidewalks, crosswalks, and other non-motorized infrastructure facilities.

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

• Action 3.2.1 Explore development of a comprehensive asset man-

agement system to log the City’s critical infrastructure and maintenance tracking, including pavement, sidewalks, bridges, ADA ramps, lighting, bicycling, walking, signage, bikeway surfaces, and other facilities. • Action 3.2.2 Maintain clean, smooth bicycle riding surfaces throughout the City. • Action 3.2.3 Sweep Class II and Class IV bikeways along arterial streets and highways on a routine basis to remove road debris and litter.

Safety Goal 4: Develop safety and monitoring programs to encourage non-motorized travel within the City. Policy 4.1 The City shall develop a multimodal network focused on non-motorized active transportation safety.

• Action 4.1.2 Develop a Street Design Standards and Specifications

to implement current safety design standards and methodology such as incorporating separated bikeways, buffered bicycle lanes or enhanced crosswalks. • Action 4.1.3 Integrate non-motorized safety into the City’s Street Design Standards Specification and Details. • Action 4.1.4 Install pedestrian scale lighting along sections of multi-use paths away from streets for security and comfort for path users. Policy 4.2 The City shall strive to work with community partner organizations to develop a comprehensive non-motorized safety training program.

• Action 4.2.1 Collaborate with community partner organizations to

develop a non-motorized safety outreach campaign on an ongoing basis, with an emphasis on more vulnerable populations. • Action 4.2.2 Develop non-motorized safety materials to distribute at schools, City facilities, County Social Services Department, Housing Authority, and other venues, in English and Spanish. • Action 4.2.3 Continue to encourage third-party non-motorized education programs, such as Street Skills clinics and employee workshops, while also continuing to work with local, regional, state, national, and community partner organizations to provide bicycling and walking education.

• Action 4.2.4 Support OCTA’s incentives for employers to offer bicycle safety training workshops and take advantage of existing resources such as OCTA training workshops.

Policy 4.3 The City shall improve safety conditions for non-motorized users through law enforcement efforts focused on drivers, bicyclists and pedestrians.

• Action 4.3.1 Develop an annual non-motorized safety training program for educators and enforcement staff with help of the Santa Ana Police Department and the Santa Ana Unified School District, with assistance from community partner organizations. • Action 4.3.2 Implement a focused enforcement effort to reduce bicycling and walking collisions.

Policy 4.4 The City shall conduct City-wide monitoring and evaluation of collisions involving bicyclists, pedestrians and other non-motorized users.

• Action 4.4.1 Develop a comprehensive monitoring program for bi-an-

nual review and analysis of bicyclist- and walker-involved collisions to identify and implement safety strategies and priority projects for all road users. • Action 4.4.2 Monitor safety metrics such as vehicle speeds and changes in collision types before and after implementation of onstreet pedestrian safety or bicycle improvements. • Action 4.4.3 Study bicyclist- and pedestrian-related collision records and implement design solutions where applicable.

Multimodal Support Resources Goal 5: Develop non-motorized multimodal resources that meet both commuter and recreation needs. Policy 5.1 The City shall encourage public improvement projects to help to create and maintain a comfortable environment that encourages the use of non-motorized modes of transportation.

• Action 5.1.1 Create seating opportunities (e.g. benches, raised planters, low walls, etc.) in areas of high pedestrian activity.

• Action 5.1.2 Provide walking environment improvements such as street trees, lighting and directional signs.

SANTA ANA ACTIVE TRANSPORTATION PLAN

• Action 5.1.3 Develop guidelines for placing walking resources (e.g. trash cans, drinking fountains, etc.) in areas with high levels of walking traffic. • Action 5.1.4 Locate pedestrian, bicycling and other non-motorized support resources where they will not interrupt walking and bicycling traffic flow.

Active Transportation Encouragement

Policy 5.2 The City shall evaluate including public art in public projects as those policies are developed and adopted.

Goal 6: Develop programs to increase awareness of active transportation benefits and to encourage residents to use non-motorized modes to school, work, recreation, and shopping.

Policy 5.3 The City shall develop a citywide “end-of-trip” bicycle, skateboard and scooter parking strategy to increase the number of secure, convenient, accessible, and attractive parking and storage facilities.

Policy 6.1 The City shall ensure that public engagement and outreach programs are multi-lingual, paying attention to communities with more speakers of English as a second language.

• Action 5.3.1 Develop an inspection and maintenance tracking system

• Action 6.1.1 Conduct inclusive outreach that engages Santa Ana res-

Policy 5.4 The City shall work with local businesses and employment centers to install secure bicycle, skateboard or scooter parking in public right-of-way as development and redevelopment opportunities present themselves.

Policy 6.2 The City shall ensure equitable access to the bikeway network for all Santa Ana residents, and support bicycling as a safe, convenient transportation choice for all demographic groups.

(Asset Management) for bicycle racks and lockers within the public right-of-way and public property, and ensure that they are inspected and maintained annually, and kept in a safe, clean condition. • Action 5.3.2 Develop design criteria for new bicycle rack or locker facilities in the public right-of-way and property with input from community partner organizations. • Action 5.3.3 Coordinate with SCAG and OCTA to provide resources at existing and future transit stops such as shelters, seating, and lighting.

• Action 5.4.1 Collaborate with the downtown business associations

to install bicycle, skateboard, and scooter parking in the Downtown area where acceptable locations are identified or become available and to develop a “Racks with Plaques” bicycle rack donor program. • Action 5.4.2 Consider updating the City’s zoning regulations to require bicycle, skateboard and scooter storage and support facilities including bicycle racks, bicycle lockers, rest areas, changing facilities, and drinking fountains, based on the scale and type of new development. • Action 5.4.3 Develop standards that encourage bicycle, skateboard and scooter accommodations (such as parking and lockers) in new or significantly rehabilitated non-residential developments. 64

Policy 5.5 The City shall coordinate with other City departments, local non-profits, schools, and community organizations to maximize signage efficiency at strategic locations.

idents of all income levels, backgrounds, and ethnicities. • Action 6.1.2 Support a community-based program to educate and inform residents of the environmental and health benefits of non-motorized alternative transportation, such as bicycling, as a fun and exciting activity and sport. • Action 6.1.3 Establish an incentive program for populations that already use non-motorized transportation as their primary means of getting to school, work, recreation, such as free helmet and lights giveaway or ride the bus for free during certain months.

• Action 6.2.1 Develop a “Bike Library” program in coordination with

non-profit organizations such as SAAS, the Bicycle Tree of local bike shops, for residents to use free, donated bicycles and sign-up for bike safety classes for those that do not own a bicycle. • Action 6.2.2 Implement a regional Employer Bike Share program to make bicycles available to employers for free use by employees. Policy 6.3 The City shall plan, operate, and maintain bicycling facilities to support equal access to transportation facilities and services for all demographic groups, with an emphasis on more vulnerable populations. Policy 6.4 The City shall promote programs that reduce bicycle theft and support efforts to recover stolen bicycles.

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Policy 6.5 The City will coordinate with SCAG and OCTA to develop programs that encourage alternative transportation for commuters by collaborating with regional partners. Policy 6.6 The City shall ensure consistent enforcement of the rules of the road to decrease non-motorized and motorist traffic law violations. Policy 6.7 The City shall support incentives to workers to promote non-motorized transportation and/or transit to work.

• Action 6.7.1 Promote incentives between businesses and customers

to encourage non-motorized transportation and/or transit to businesses. • Action 6.7.2 Encourage partnerships between businesses to provide employees discounts on equipment needed to bicycle, walk or use transit to work. • Action 6.7.3 Encourage active transportation modes to work as a way to reduce parking requirements for employers and businesses. Policy 6.8 The City shall maintain a bicycle friendly community designation and continue to make measurable progress to enhance Santa Ana’s image as a “Bicycle-Friendly” City.

• Action 6.8.1 Apply for a League of American Bicyclists “Bicycle Friendly Community” designation.

• Action 6.8.2 Support a volunteer “Bike Valet” program with commu-

nity partners such as Santa Ana Active Streets (SAAS) and the Bicycle Tree for local events to provide a safe place to park bicycles while attending events. • Action 6.8.3 Collaborate with the business community to develop a “bicycle-friendly” business reward program to encourage businesses to offer benefits to customers and clients that ride their bicycle to their business. Policy 6.9 The City shall develop a wayfinding and signage program for existing and new bikeways.

• Action 6.9.1 Coordinate with OCTA and adjacent cities on a regional bicycle wayfinding and signage strategy for infrastructure planning, branding, and implementation.

Project Partnering and Funding Goal 7: Coordinate City non-motorized improvement plans with interagency transportation plans and funding programs. Policy 7.1 The City shall seek and allocate adequate funding to enhance the non-motorized network, in alignment with the City’s community development and transportation goals.

• Action 7.1.1 Continue to use available grant funds designated for ac-

tive transportation projects and programs on active transportation projects. • Action 7.1.2 Coordinate with regional agencies for inter-regional improvements, and to jointly apply for federal, state, and regional non-motorized infrastructure improvement grants. • Action 7.1.3 Coordinate with community partner organizations to identify and apply for available funding sources such as Caltrans’ Active Transportation Program (ATP) and OCTA’s Bicycle Corridor Improvement Program (BCIP). • Action 7.1.4 Ensure that the projects from the Active Transportation Plan are included in the Capital Improvement Program and Council prioritizes the list of projects. • Action 7.1.5 Pursue Safe Routes to School grant funding for non-motorized improvements. • Action 7.1.6 Pursue new funding sources for multimodal safety improvements, education, and infrastructure consistent with the City’s long-term transportation targets, policies, and implementation strategies. Policy 7.2 The City shall collaborate with local, regional, state, federal agencies, and private entities to ensure the City’s Active Transportation Plan is consistent with regional transportation plans and agency regulations. Policy 7.3 The City shall update its Active Transportation Plan as needed to reflect land use and demographic changes, changes in transit use, and emerging transportation technologies such as bike share, scooter share and car share and the OC Streetcar. Policy 7.4 The City shall consider requiring that development contribute its share toward the costs of non-motorized facilities and programs. SANTA ANA ACTIVE TRANSPORTATION PLAN

Policy 7.5 The City shall continue to prioritize funding towards transportation congestion relief projects including high priority active transportation projects. Policy 7.5 The City shall work with local organizations to pursue additional funding for active transportation education programs. By providing support to grants and other funding applications, the City can help organizations that conduct education to increase their resources and reach more City non-motorized users. Policy 7.6 The City shall strive to use grant funding to the maximum extent feasible to pay for active transportation projects and programs.

Economic Growth Goal 8: Promote inclusive and sustainable economic growth by developing non-motorized facilities and improving existing infrastructure in commercial areas.

Goal 9: Develop an active transportation network that ensures residents of all ages and abilities have access to safe streetscapes, especially the more vulnerable sectors of our community, such as low-income populations of color, children, and seniors whose primary mode of transportation is walking, biking, skateboarding, and public transportation. Policy 9.1 Adopt and implement a prioritization tool that provides guidance on which projects should be prioritized based on a set of needbased data-driven criteria (e.g., disadvantaged community designation, collision data, demand for ATP).1 Policy 9.2 Implement public education programs that raise awareness on how to appropriately use new and changing infrastructure among multi-modal users.

Policy 8.1 The City recognizes the non-motorized networks as an integral part of economic development and quality of life.

Policy 9.3 Adopt and implement best practices for community engagement that are inclusive, accessible, and reduce barriers to participation to ensure meaningful community input on all active transportation projects.

Policy 8.2 The City shall strive to encourage safe non-motorized use to stimulate economic vitality.

Prevention and Mitigation of Displacement

Action 8.2.1 Require multimodal resources in new commercial development to create comfortable travel conditions for all users. Action 8.2.2 Encourage the business community to promote non-motorized active transportation in commercial areas and nearby neighborhoods to stimulate economic activity. Action 8.2.3 Encourage businesses to provide employees with incentives to offset any additional costs that may result from using non-motorized modes to work.

Accessibility

Goal 10: Incorporate practices that ensure responsible, equitable, and sustainable active transportation planning and development by evaluating the potential impacts and pro-actively mitigating the negative consequences, such as displacement of residents and businesses. Policy 10.1 Conduct a Health Impact Assessment2 that evaluates the benefits and negative consequences (i.e., displacement potential) of the (A) cumulative Active Transportation Plan and (B) individual projects that connect to major employment hubs and high-quality transit, on a series of community-level indicators, including health, housing, employment.

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Policy 10.2 Develop a set of guidelines to identify, adopt, and implement prevention and mitigation strategies to the negative impacts identified in the Health Impact Assessment. Policy 10.3 Prioritize active transportation projects in areas where affordable housing is being developed. Policy 10.4 Actively pursue funding and partnerships to build affordable housing within half a mile of active transportation projects that connect to major employment hubs and high-quality transit.3 Policy 10.5 Prioritize active transportation projects that do not require vehicle enhancement capacity.

Notes 1 See Social Equity Prioritization Model provided by KTU+A: https://drive. google.com/file/d/380WvqsfHObMq381ZEyZbf382rvADJWe_IFKldK/ view?usp=sharing 2 Look at Vancouver guidelines for framework and tool: http://www.metrovancouver.org/services/regional-planning/PlanningPublications/HIA-Guidebook.pdf 3 390 See Community Engagement Best Practices document 4 In line with SCAG Regional Transportation Plan goals 5 Can reference Huntington Beach program and CA bike helmet law.

Policy 10.6 Collaborate with other departments (e.g., Community Development Agency, Planning) to explore intersectional policies to prevent and mitigate negative consequences of ATP development, such as strengthening inclusionary zoning within a radial proximity of major ATP projects, Just Cause Evictions Ordinance, etc.

Equitable Enforcement Goal 11: Foster equitable enforcement practices that encourage rather than penalize multi-modal behaviors and prioritize education, particularly among low-income communities who rely solely on active transportation. Policy 11.1 Update the municipal code to recognize common active transportation modes in Santa Ana, including skateboards, non-motorized scooters, and strollers as multi-modal transportation modes. Policy 11.2 Establish a ticket diversion program for adults and children that provides educational alternatives to monetary citations.4 Policy 11.3 Seek funding and partnership opportunities to implement a ticket diversion program. Policy 11.4 Educate law enforcement officers on active transportation rules of the road and changing vehicle codes to enhance enforcement and education practices in a way that promotes multi-modal behaviors. Policy 11.5 Advocate for State-level updates to the vehicle code that support active transportation.

SANTA ANA ACTIVE TRANSPORTATION PLAN

Recommendations Overview

Bicycle and Pedestrian Treatments

This chapter addresses the physical improvements recommended to enhance bicycling and walking in Santa Ana. The recommended improvements list includes both short-term and long-term improvements and is meant to serve as a guide to help the city in allocating funds as they become available through various sources. The chapter contains maps and tables that detail improvement location, extent, and type.

While not universally applied, in general, pedestrian travel in urban areas has long tended to be accommodated with features like sidewalks, crosswalks, dedicated signals, and curb extensions. Suggested pedestrian treatments address a wide variety of issues identified in the analysis and community engagement process to enhance connectivity to transit, school zones, senior zones, activity centers, parks, and other community destinations. Pedestrian improvements help to ensure equitable multi-modal transportation because they serves populations that may not be able to afford a bicycle, and instead rely on transit and walking. Newer innovations like pedestrian scrambles, modified signal timing, flashing beacons, and other pedestrian improvements are described in this chapter in addition to standard pedestrian treatments.

It is important to note that the success of recommended projects is closely tied to programs and adopted standards, codes, and policies. Education, Encouragement, Enforcement, Evaluation programs, and equity can be used to leverage investments in these projects. Similarly, the effectiveness of bicycle and pedestrian programs is maximized by actual project implementation. Likewise, changes to city standards, codes, and policies may be needed to implement bicycle and pedestrian improvements. Project implementation may, in turn, facilitate changes to city standards, codes, and policies.

A focus on providing safer, less stressful bicycle travel has occurred more recently across the United States, with significant transformation in the state of practice for bicycle travel over the last five years. Much of this may be attributed to bicycling’s changing role in the overall transportation system. No longer viewed as an “alternative” mode, it is increasingly considered as legitimate transportation that should be actively promoted as a means of achieving community environmental, social, and economic goals. While connectivity and convenience remain essential bicycle travel quality indicators, recent research indicates the increased acceptance and practice of daily bicycling will require “lowstress” bicycle routes, which are typically understood to be those that provide bicyclists with separation from high volume and high-speed vehicular traffic. The route types recommended in this plan, and described in the following section, are consistent with this evolving state of practice.

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Conventional Bicycle Facilities

Enhanced Bicycle Facilites

There are four conventional bicycle route types recognized by the California Department of Transportation. Details of their design, associated wayfinding, and pavement markings can be found in the CA MUTCD and CA Highway Design Manual.

While the conventional bicycle route types can be found throughout the United States, there has been a distinct shift towards further enhancement. For example, the CA MUTCD has approved the installation of buffered bicycle lanes, while Shared Lane Markings or “Sharrows” have been in use since 2008 throughout the State.

Class I: Multi-Use Paths Class I multi-use paths (frequently referred to as “bicycle paths”) are physically separated from motor vehicle travel routes, with exclusive rights-of-way for non-motorized users like bicyclists and pedestrians.

Class II: Bicycle Lanes Bicycle lanes are one-way route types that carry bicycle traffic in the same direction as the adjacent motor vehicle traffic. They are typically located along the right side of the street, between the adjacent travel lane and curb, road edge, or parking lane.

Class III: Bicycle Routes A bicycle route is a suggested bicycle path of travel marked by signs designating a preferred path between destinations. They are recommended where traffic volumes and roadway speeds are fairly low (35 mph or less).

Class IV: Separated Bikeways (Cycle Tracks) Separated bikeways are bicycle-specific routes that combine the user experience of a multi-use path with the on-street infrastructure of a conventional bicycle lane. Separated bikeways are physically separated from motor vehicle traffic and designed to be distinct from any adjoining sidewalk. The variety of physical protection measures can include raised curbs, parkway strips, reflective bollards, or parked vehicles. Separated bikeways can be either one-way or two-way, depending on the street network, available right-of-way, and adjacent land use, but the safety of two-way separated bikeways must be carefully evaluated, especially if they cross motor vehicle routes. This is because few motor vehicle drivers are accustomed to two-way separated bikeways and they may tend to look to the left only when deciding whether it is safe to proceed across the separated bikeways.

These enhancements are low cost, easy to install, and provide additional awareness about the likely presence of bicyclists. In many instances, installation of these bicycle route enhancements can be coordinated as part of street resurfacing projects. The use of green paint has also become a simple and effective way to communicate the likely presence of bicyclists. It is also used to denote potential conflict zones between bicyclists and vehicles.

Buffered Bicycle Lanes Buffered bicycle lanes provide additional space between the bicycle lane and traffic lane, parking lane, or both, to provide a more protected and comfortable space for bicyclists than a conventional bicycle lane. The buffering also encourages bicyclists to avoid riding too close to parked vehicles, keeping them out of the “door zone” where there is the potential danger of drivers or passengers suddenly opening doors into the bicyclists’ path.

Bicycle Boulevards Bicycle boulevards provide a convenient, low-stress cycling environment for people of all ages and abilities. They are installed on streets with low vehicular volumes and speeds and often parallel higher volume, higher speed arterials. Bicycle boulevard treatments use a combination of signs, pavement markings, and traffic calming measures that help to discourage through trips by motor vehicle drivers and create safe, convenient bicycle crossings of busy arterial streets.

SANTA ANA ACTIVE TRANSPORTATION PLAN

Class I Multi-Use Path

Class III Bicycle Route 70

Class II Bicycle Lanes

Class IV Separated Bikeway

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Buffered Bicycle Lane

Shared Lane Markings (“Sharrows”)

Bike Box SANTA ANA ACTIVE TRANSPORTATION PLAN

Low Stress Bicycle Treatments There are a number of other non-conventional route types that the city may find useful in specific situations. In many cases, the conventional bicycle route types previously mentioned may not meet the community’s perceptions of safe and comfortable bikeways. Protected, lowstress streets, and bicycle-prioritized route types are constantly being revised and improved to meet the community’s needs. The improvements described in this section have been implemented in other states in the United States as well as other countries with great success and are quickly becoming standard recommendations. Details of these route types and other treatments can be found in the NACTO Urban Bikeway Design Guide or AASHTO Guide of the Development of Bicycle Facilities.

Shared Lane Markings (“Sharrows”) The shared lane marking is commonly used where parking is allowed adjacent to the travel lane. It is now common practice to center them within the typical vehicular travel route in the rightmost travel lane to ensure adequate separation between bicyclists and parked vehicles. Many cities install sharrows over a green background to enhance visibility.

Bike Boxes A bike box is a designated area at the head of a traffic lane at a signalized intersection that provides bicyclists a safe and visible way to wait ahead of queuing traffic during the red signal phase. This positioning helps encourage bicyclists traveling straight through not to wait against the curb for the signal change.

Signage and Wayfinding Signage and wayfinding on all streets and bicycle routes are intended to identify routes to both bicyclists and drivers, provide destination information and branding, and to inform all users of changes in roadway conditions.

Colored Bicycle Lanes Colored pavement increases the visibility of bicycle routes, identifying potential areas of conflict or transition, and reinforces bicyclists’ priority 72

in these areas. Colored pavement can be used as a corridor treatment, along the length of a bicycle lane or within a protected bikeway. Additionally, it can be used as a spot treatment, such as crossing markings at particularly complex intersections where the bicycle path may be unclear. Consistent application of color across a bikeway corridor is important to promote clear understanding for all roadway users.

Green Intersection Transition Striping Intersection crossing markings indicate the intended path of bicyclists. Colored striping can be used to highlight transition areas between bicyclists and vehicles, such as where bicycle lanes merge across motor vehicle turn lanes.

Protected Intersections Protected intersections maintain the integrity (low-stress experience) of their adjoining separated bicycle lanes by fully separating bicyclists from motor vehicles. Hallmark features of these protected intersections include two-stage crossings supported by an advance queuing space, protective concrete islands, special bicycle-cross markings (parallel with crosswalks), and special signal phasing.

Two-Stage Turn Queue Box Two-stage turn queue boxes can provide a more comfortable left-turn crossing for many bicyclists because they entail two simple crossings, rather than one complex one. They also provide a degree of separation from vehicular traffic, because they do not require merging with vehicle traffic to make left turns. Bicyclists wanting to make a left turn can continue into the intersection when they have a green light and pull into the green bike box. Bicyclists then turn 90 degrees to face their intended direction and wait for a green light to continue through.

Bicycle Signals This category includes all types of traffic signals directed at bicyclists. These can include typical green/yellow/red signals with signage explaining the signal controls, or special bikeway icons displayed within the signage lights themselves. Near-side bicycle signals may incorporate a “countdown to green” display, as well as a “countdown to red.”

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Bicycle Detection Bicycle detection is used at intersections with traffic signals to alert the signal controller that a bicycle crossing event has been requested. Bicycle detection can occur either through the use of push buttons or by automated means, and are marked by standard pavement symbols.

Traffic Calming Traffic calming involves changes in street alignment, installation of barriers, and other physical measures to reduce traffic speeds and/or cutthrough motor vehicle traffic volumes. The intent of traffic calming is to alter driver behavior and to improve street safety, livability, and other public purposes. Other techniques consist of operational measures such as police enforcement and speed displays. The following examples are traffic calming measures that may apply to Santa Ana.

marked crosswalk. Either of these devices should be installed at locations that experience high pedestrian volumes and that connect people to popular destinations such as schools, parks, and retail. PHBs are more commonly used in multi-lane situations, and RRFBs on two lane roadways. Signals and warning devices should be paired with additional pedestrian improvements, where appropriate, such as curb extensions, enhanced crosswalk marking, lighting, median refuge islands, and corresponding signage.

Speed Tables/Raised Crosswalks Speed tables are flat-topped road humps, often constructed with textured surfacing on the flat section. Speed tables and raised crosswalks help to reduce vehicle speeds and enhance pedestrian safety.

Roundabouts/Traffic Circles

Speed Displays

A roundabout is a circular intersection with yield control at its entry that allows a driver to proceed at controlled speeds in a counter-clockwise direction around a central island. Roundabouts are designed to maximize motorized and non-motorized traffic through their innovative design that includes reconfigured sidewalks, bikeway bypasses, high-visibility crosswalks, pedestrian flashing beacons, and other traffic measures. Roundabouts can be implemented on most streets, but may require additional right-of-way.

Speed displays measure the speed of approaching vehicles by radar and inform drivers of their speeds using an LED display. Speed displays contribute to increased traffic safety because they are particularly effective in getting drivers traveling ten or more miles per hour over the speed limit to reduce their speed.

A traffic circle is a small-scale traffic calming measure commonly applied at uncontrolled intersections on low volume, local residential streets. They lower traffic speeds on each approach and typically avoid or reduce right-of-way conflicts because the overall footprint is smaller compared to roundabouts. Traffic circles may be installed using simple markings or raised islands but are best accompanied with drought-tolerant landscaping or other attractive vertical elements.

Signals and Warning Devices Pedestrian Hybrid Beacons (PHBs) and Rectangular Rapid Flashing Beacons (RRFBs) are special signals used to warn and control traffic at unsignalized locations to assist pedestrians in crossing a street via a

Chicanes Chicanes are a series of narrowings or curb extensions that alternate from one side of the street to the other forming an S-shaped path. Chicanes reduce driversâ&#x20AC;&#x2122; speeds by causing them to shift their horizontal path of travel.

Traffic Diverters A traffic diverter is a roadway design feature placed in a roadway to prohibit vehicular traffic from entering into or exiting from the street, or both.

On-Street Edge Friction Edge friction is a combination of vertical elements such as on-street parking, bicycle routes, chicanes, site furnishings, street trees, and shrubs that reduce the perceived street width, which has been shown to reduce motor vehicle speeds.

SANTA ANA ACTIVE TRANSPORTATION PLAN

Bicycle Boulevard

Transition Striping

Protected Intersection

Colored Bicycle Lanes

Two-Stage Turn Queue Box 74

Bicycle Detection

Bicycle Signal

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Speed Table

Signage and Wayfinding

Chicane

Traffic Circle

Traffic Diverter

Signals and Warning Devices

Speed Display

On-Street Edge Friction SANTA ANA ACTIVE TRANSPORTATION PLAN

Pedestrian Treatments

Mid-block Crossings

Most streets in Santa Ana have sidewalks, and the network has been evaluated to determine if appropriate sidewalk widths and ADA compliant curb ramps are present (ADA Transition Plan). While many intersections are signalized and have crosswalks, there are some segments with long blocks without convenient crossing places. Providing crossing treatments will help to reduce â&#x20AC;&#x153;jaywalkingâ&#x20AC;? and unsafe crossings between intersections.

Mid-block crossings provide convenient locations for pedestrians and bicyclists to cross thoroughfares in areas with infrequent intersection crossings or where the nearest intersection creates substantial out-of-direction travel. Mid-block crossings should be paired with additional traffic-control devices such as PHBs, RRFBs, LED enhanced flashing signs, and/or refuge islands.

Enhanced Crosswalk Markings

Lighting

Enhanced crosswalk markings can be installed at existing or proposed crosswalk locations. They are designed to both guide pedestrians and to alert drivers of a crossing location. The bold pattern is intended to enhance visual awareness.

Pedestrian-scale lighting provides many practical and safety benefits, such as illuminating the path and making crossing walkers and bicyclists more visible to drivers. Lighting can also be designed to be fun, artistic, and interactive.

Curb Extensions

Pedestrian Scramble

Also called bulb-outs or neck-downs, curb extensions extend the curb line outward into the travel way, reducing the pedestrian crossing distance. Typically occurring at intersections, they increase pedestrian visibility, reduce the distance a pedestrian must cross, and reduce vehicular delay. Curb extensions must be installed in locations where they will not interfere with bicycle lanes or separated bikeways. If both treatments are needed, additional design features such as ramps, or half-sized curb extensions should be considered.

Pedestrian scrambles stop vehicular traffic flow simultaneously in all directions to allow pedestrians to cross the intersection in any direction. They are used at intersections with particularly heavy pedestrian crossing levels.

Refuge Island

Senior Zones

Refuge islands provide pedestrians and bicyclists a relatively safe place within intersection and mid-block crossings to wait if they are unable to complete their crossing in one movement.

Potential future city designated senior zones can be enhanced with street signage, increased crossing times at traffic signals, benches, bus stops with shelters, and pedestrian lighting.

Modified Traffic Signal Timing Adjusting the time needed to cross high-volume and wide streets provides additional safety and comfort for pedestrians and bicyclists.

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Transit Stop Amenities Transit stop amenities such as shelters with overhead protection, seating, trash receptacles, and lighting are essential for encouraging people to make use of public transit.

Placemaking The inclusion of urban elements such as parklets and community gardens encourages walking and provides usable space for all ages. In many cities, these urban elements have helped to transform urban villages and downtowns into walkable destinations. Coordinating with local Santa Ana businesses and organizations may provide collaborative design and funding opportunities between the city, its businesses, residents, and visitors.

20%

“Owners reported a 20 percent increase in sales in the two weeks following a parklet installation.” —University City District, 2015

Parklets Parklets are small, outdoor seating areas that take over one or two parking spots, reclaiming the space for the community, and improving the urban environment’s aesthetics and streetscape.

Community Gardens Community gardens provide fresh produce and plants and assist in neighborhood improvement through a sense of community and connection to the environment. They are typically managed by local governments or non-profit associations.

Furnishings and Public Art Transit shelters, bicycle racks, seating, and public art provide important amenities for functionality, design and vitality of the urban environment. They announce that the street is a safe and comfortable place to be and provide visual detail and interest.

SANTA ANA ACTIVE TRANSPORTATION PLAN

Enhanced Crosswalk Markings

Refuge Island

Pedestrian Scramble

Curb Extensions

Mid-Block Crossing

Lighting

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Parklet

Community Garden

Transit Stop Shelter

Traffic Signal Timing

Public Art SANTA ANA ACTIVE TRANSPORTATION PLAN

Programs This section comprises a diverse menu of programs intended to support the projects recommended in this plan. Due to a long history of routine accommodation for pedestrians (i.e. sidewalks, crosswalks, dedicated signals, etc.), programs targeting walking are relatively uncommon. Conversely, the historic lack of routine accommodation for bicyclists has fostered confusion about the role of bicycles in the overall transportation system and has necessitated an impressive diversity and breadth of bicycle-related programs. Despite a common emphasis on projects, bicycle programs remain an important element of a successful bicycle plan. The following sections offer some background on the changing “state of practice” in bicycle programming, namely the increased integration of programs and projects, culminating in a comprehensive menu of bicycle and pedestrian programs.

by directly linking facility improvements and supportive programs. In this way, bundling bicycle programs with projects represents a much higher return on investment for both. The programs recommended for the City of Santa Ana are organized as a menu of initiatives, each listed under a broad category:

Evolving State of Practice in Bicycle Programs Program recommendations for active transportation planning have traditionally been guided by the “Six Es” approach developed by the League of American Bicyclists. The Six Es represent Engineering, Education, Encouragement, Enforcement, Equity, and Evaluation. This ATP recommends programs that include a complementary menu of initiatives, many of which are multi-faceted, to effectively address the area of concern and provide desired outcomes. In addition, programs are increasingly targeted at specific project areas in conjunction with the construction of bicycle and pedestrian facility projects. The implementation of a capital project represents a unique opportunity to promote a city’s active transportation network and to inform people that bicycling and walking are attractive transportation options. Physical projects, considered part of the “Engineering” category, represent the most visible and perhaps most tangible evidence of a great place for bicycling and walking. A new bicycle facility attracts the attention of bicyclists and non-bicyclists alike. As such, it represents a great opportunity to reach out to the “interested, but concerned” within the neighborhood. Impact to this target group will be strongest

Engineering

Education

Encouragement

Enforcement

Equity

Evaluation

These categories are not definitive. They are merely intended to offer some level of organization to the many program initiatives, the majority of which fall into at least one category.

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Engineering The Public Works Agency is responsible for building and maintaining all public streets in Santa to ensure that the community is able to travel around the City efficiently. A variety of engineering tools are used to make sure that the roadways in Santa Ana are designed to keep bicyclists and pedestrians safe at all times. Some of these tools include street design techniques that are meant to reduce traffic congestion, decrease vehicular speeds, and enhance pedestrian and bicycle safety and comfort. Some examples of engineering and traffic enhancements that provide a safer environment for pedestrians and bicyclists include:

• Traffic control signs • Curb and high visibility pavement markings • Signal timing • Parking controls • Traffic safety monitoring

Education Santa Ana has one of the highest collision rates involving pedestrians and bicyclists in California, which has led the City to carry out public education campaigns to improve pedestrian and bicyclist safety. These education campaigns teach motorists, pedestrians, and bicyclists how to share the road safely. With support from the Southern California Association of Governments (SCAG), the Office of Traffic Safety (OTS), Latino Health Access (LHA), and Santa Ana Active Streets (SAAS), Santa Ana is implementing city-wide

outreach and education campaigns to raise awareness among multi-modal users on collision patterns and safer behaviors to improve bicycle and pedestrian safety. Example of education campaigns include:

Safety Assemblies Safety assemblies can be organized as interactive gatherings or festivals that consist of various stations throughout a school gymnasium or park. Each station can have a bicycle, pedestrian, and teen driver safety component that allows students to participate in various activities while learning the basics of “on the road” safety.

Safety assembly

Bike Safety Workshops A two-hour long class intended to build habits and skills, and in-depth exploration of rights and responsibilities of bicyclists, including an “on bike” maneuvers class intended to increase confidence. Participants get a free helmet and bike lights.

Pedestrian and Bike Traffic Safety Fairs An obstacle course to teach pedestrians and bicyclist how to identify different street signs and how to use street infrastructure to increase safety. Youth and children navigate the obstacle course to win free helmets and lights.

Family cycling education event

Family Cycling Education Family-friendly interactive training and infrastructure tour intended to increase the confidence of pedestrians and bicyclists. Participants get a free helmet and bike lights. Traffic safety fair flyer SANTA ANA ACTIVE TRANSPORTATION PLAN

Safety Resource Event Safety resource distribution events where people learn about the importance of wearing a helmet. Participants receive free helmets and bike lights and are taught about the bicycle rules of the road, as well as how to be visible and predictable when riding. Santa Ana has hosted events similar to this such as the ยกLuces Vivas! event. National Bike Month logo

Bike Maintenance and Ride Workshops Bike maintenance and ride workshops can include a series of classes for youth between 12-18 years. These classes are meant to teach riders how to fix and ride a bicycle. Participants learn the rules of the road, as well as their rights and responsibilities as bicyclists. These classes can offer the opportunity for participants to receive a free bike.

Encouragement Vehicle usage can be decreased in part by actively encouraging residents and visitors to bike, walk, and ride transit for a variety of trips and purposes. Encouragement is all about making bicycling and walking more fun, healthy and easy to do. In order to achieve this, the City, along with OCTA, the OC Health Care Agency, and other local organizations, organizes a series of activities and events that promote alternate modes of transportation and healthier lifestyles. SOMOS event flyer

National Bike Month in May During the month of May, cities across the country organize events and campaigns to educate people about biking and to encourage

them to bike more to their destinations. Activities such as Bike Week, Bike to Work, and Bike Fridays can be organized and promoted.

Open Streets Events Open streets events are increasingly popular in Southern California. They provide families and friends an opportunity to walk, bike, skate, or scooter down streets in their city free of cars. Santa Ana has participated in these events through their highly successful SOMOS (Sundays On Main Streets) events.

Family Friendly Bike Rides Fun family-friendly summer bike rides meant to encourage bike usage. This event intends to teach about bicycle and road safety.

Walk to School This is a fun, educational event involving children, parents, and community leaders. This event gives students and families the opportunity to socialize and start the day off with enthusiasm and allows them to build connections with other members of the community.

Ride and Walk of Lights Annual winter evening family-friendly walk and bike ride where participants use battery lights and/or bike lights to be more visible while they walk or bike.

5K Running / Walking Events Free 5 kilometers running and walking event s that takes place in the city are an excellent way to encourage people to explore their city on foot. Post-race refreshments and healthy snacks can be provide to participants.

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Food-Focused Bike Rides Bike ride events where participants get together to enjoy food while cruising through this cityâ&#x20AC;&#x2122;s streets and neighborhoods is an innovative way of bridging bike riding with community building. El Sabor de Santa Ana Bike Ride is an excellent example of a local event with food and bike riding as their main focus.

Female Focused Group Rides Local groups can identify individuals that can host all-femme rides that promote social interactions, healthy lifestyles, and advocacy efforts in Santa Ana. It also provides participants with the opportunity to ride as part of a group, increasing their sense of safety. SASSy Mujeres are part of Santa Ana Active Streets (SAAS) and they regularly provide female-led group rides.

SAASy Mujeres ride event

Walking Tours The city and other local groups can organize family-friendly themed walks. The Wellness Corridor in downtown Santa Ana is a local example of a walking tour where participants have the opportunity to explore key locations including historical buildings, parks, murals, and businesses.

Enforcement Enforcement, especially when it targets highrisk behaviors and maximizes educational benefits, will help make road users more compliant and make both driving and bicycling behaviors more predictable. Ride and Walk of Lights event SANTA ANA ACTIVE TRANSPORTATION PLAN

Educate Police Department Staff Regarding Bicycle and Pedestrian Issues If the ultimate aim is to promote bicycling as a legitimate form of transportation, all officers should receive some form of bicycle training. Appropriate training regarding pedestrian issues and solutions should be provided as well.

Designate a Law Enforcement Liaison Responsible for Bicycling and Walking Concerns This liaison would perform the important function of communication between the law enforcement agency and bicyclists and pedestrians. The liaison would be in charge of the supplemental education of officers regarding bicycle and pedestrian rules, etiquette and behavior.

Police bicycle patrol

Targeted Enforcement Many law enforcement departments employ targeted enforcement to educate drivers, bicyclists, and pedestrians about applicable traffic laws and the need to share the road. These efforts are an effective way to expand mobility education, such as in the form of a brochure or tip card explaining each userâ&#x20AC;&#x2122;s rights and responsibilities

Implement a Bicycle Diversion Program A bicycle diversion program allows for adult bicyclists who commit traffic violations to receive reduced fines in exchange for taking a bicycle education class. It could encourage bicycling by treating violations as opportunities to educate people, as well as to impart confidence and skills.

Bicycle safety class

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Institute Law Enforcement Referral Process

Active Transportation Advisory Committee

Communication process that encourages students and parents to notify the school and law enforcement of the occurrence of a crash or near-miss during school commute trips involving auto, bus, pedestrian or bicycle transportation.

While the city has an active Bicycle Advisory Team that provided valuable oversight for this Active Transportation Plan, many municipalities have developed bicycle and pedestrian, or active transportation advisory committees to address walking along with bicycling, and some address overall mobility, including transit. This group can act as a community liaison and support city staff, volunteers, and advocate efforts to address issues concerning local bicycling and walking, as well as regularly evaluate the progress of improvements in this Active Transportation Plan. City support is imperative for creating the committee, budgeting time and resources for city staff, and for elected officials to attend and to support the committee.

Evaluation In order to improve programs and ensure that the bicycle and pedestrian conditions in Santa Ana are adequate, audits, traffic-safety data collection, analysis, and reporting are necessary. Additionally, surveys allow to gain input from users on existing issues and potential solutions. Some ways to evaluate and monitor programs and infrastructure include:

Create City Staff Active Transportation Evaluator Position An active transportation evaluator position would assist the city’s current active transportation coordinator in reviewing project plans and built projects as well as ensuring consistency and cooperation between city departments. The evaluator would also assist with completing grant applications, maintaining a prioritized list of improvements, researching appropriate funding sources, and updating cost estimates. This investment in staff is often returned since this position is usually responsible for securing State and federal funding.

Conduct Bicycle and Pedestrian Counts and Review Collision Data Conduct regular bicyclist and pedestrian counts throughout the city to determine baseline mode share and subsequent changes. Conducting counts would allow the city to collect information on where the most bicycling and walking occur. This assists in prioritizing and justifying projects when funding is solicited and received. Counts can also be used to study bicycling and walking trends throughout the city. Analysis that could be conducted includes:

• Changes in volumes before and after pro-

jects have been implemented • Prioritization of local and regional projects • Research on clean air change with increased bicycle use

Counts should be conducted at the same locations and at the same times every year. Conducting counts during different seasons within the year may be beneficial to understanding the differences in bicycle and pedestrian traffic volumes based on seasonal weather. In addition, bicycle and pedestrian counts should be collected as part of any existing traffic counts. Results should be regularly recorded for inclusion in the bicycle and pedestrian report card (see next section). The Santa Ana Police Department should collect and track collision data. Regular reports of traffic collisions should be presented to the advisory committee. Traffic collisions involving bicyclists and pedestrians should be regularly reviewed and analyzed to develop plans to reduce their frequency and severity. Any such plans should include Police Department involvement and should be monitored to determine their effectiveness. Results of the number of collisions should be recorded in a bicycle and pedestrian report card described in the next section.

Bicycle and Pedestrian Report Card The City could develop a bicycle and pedestrian report card, a checklist used to measure the success of plan implementation, as well as effort made, within the city. The report card could be used to identify the magnitude of accomplishments in the previous year and general trends. The report card could include, but not be limited to, keeping track of system completion, travel by bicycle or on foot (counts) and safety.

SANTA ANA ACTIVE TRANSPORTATION PLAN

The City can use the report card to track trends, placing more value on relative than absolute gains (in system completion, mode share, and safety). For example, an upward trend in travel by bicycle or on foot would be viewed as a success, regardless of the specific increase in the number of bicyclists or walkers. Safety should be considered relative to the increase in bicyclists and walkers. Sometimes crash numbers go up simply because bicycling and walking increases, at least initially. Instead, measure crashes as a percentage of an estimated overall mode share count. A major portion of the report card would be an evaluation of system completion. An upward trend would indicate that the city is progressing in its efforts to complete the bicycle and pedestrian network identified in this document. The report card could be developed to utilize information collected as part of annual and on-going evaluations, as discussed in the previous sections. The report card is not intended to be an additional task for city staff, but rather a means of documenting and publicizing the city’s efforts related to bicycle and pedestrian planning. It can be a task of the advisory committee to review annual report cards and to suggest future plan and goal adjustments. In addition to quantifying accomplishments related to the bicycle plan, the city should strive to quantify its efforts. These may be quantified as money spent, staff hours devoted or other in-kind contributions. The quantified effort should be submitted as a component of the bicycle and pedestrian report card. Some cities publish their report cards online.

Apply for Bicycle Friendly Community Designation Bicycle Friendly Community designation is part of a program offered by the League of American Bicyclists (LAB) intended to provide communities with guidance on becoming more bicycle friendly and to award recognition for their achievements. Like the report card described previously, Bicycle Friendly Community designation provides a standard by which the City of Santa Ana can measure its progress toward bicycle friendliness. It could be a function of the Bicycle Advisory Team to support city staff to compile an updated application to improve upon its current Bronze level Bicycle Friendly Community status.

ORANGE COUNTY, CA Fall 2016

TOTAL POPULATION

POPULATION DENSITY

3010232

3175.1

TOTAL AREA (sq. miles)

948.1

10 BUILDING BLOCKS OF A BICYCLE FRIENDLY COMMUNITY Average Silver 47%

49%

Total Bicycle Network Mileage to Total Road Network Mileage

51%

GOOD

NEEDS IMPROVEMENT

14%

UNKNOWN

Bicycle Education in Schools Share of Transportation Budget Spent on Bicycling

# OF LOCAL BICYCLE FRIENDLY UNIVERSITIES

CATEGORY SCORES

Orange County

High Speed Roads with Bike Facilities

# OF LOCAL BICYCLE FRIENDLY BUSINESSES

ENGINEERING

7 /10

EDUCATION

4 /10

ENCOURAGEMENT

6 /10

Bicycle network and connectivity

Motorist awareness and bicycling skills

Mainstreaming bicycling culture

ENFORCEMENT

3 /10

EVALUATION & PLANNING

5 /10

Promoting safety and protecting bicyclists' rights

Setting targets and having a plan

Bike Month and Bike to Work Events Active Bicycle Advocacy Group Active Bicycle Advisory Committee Bicycle–Friendly Laws & Ordinances

VERY GOOD

YES

KEY OUTCOMES

MEETS EVERY MEETS QUARTERLY TWO MONTHS AVERAGE

GOOD

Bike Plan is Current and is Being Implemented

YES

SOMEWHAT

Bike Program Staff to Population

1 PER 89K

1 PER 216 K

RIDERSHIP

Percentage of Commuters who bike

Orange County

2.8%

1.0%

498

938

SAFETY MEASURES

CRASHES

Crashes per 10k bicycle commuters SAFETY MEASURES

FATALITIES

Fatalities per 10k bicycle commuters

KEY STEPS TO SILVER »

Orange County is a large community with many high-speed streets that can serve as barriers to bicycling. Identify neighborhood or district-scale areas to target bicycle investments in order to create connected networks within those areas. In urban areas with high-speed and/or high-volume roads this may take the form of a "minimum grid" of separated bicycle lanes or similar high quality facilities. These neighborhood and district-scale networks can serve as nodes for a larger community-scale network.

Orange County has some excellent examples of working with communities within the county. Continue to grow programs, such as the Bicycle Corridor Improvement program, and pursue multi-jurisdictional planning studies, such as the upcoming county Active Transportation Plan and Active Transportation Count program. As a large county with many diverse cities the county has an important role in enabling successful local initiatives and providing support for lower-income communities to benefit from resources developed in higherincome communities in the county.

would aid in creating engineering, education, and enforcement strategies to reduce traffic crashes and deaths for all road users, including bicyclists and pedestrians. Road diets, lane diets, and traffic calming treatments are important engineering components for addressing safety. Cooperation between local, county, and state law enforcement agencies will be important for successfully addressing traffic safety in Orange County.

Bicycle-safety education should be a routine part of education, for students of all ages, schools and the surrounding neighborhoods should be particularly safe and convenient for biking and walking. Work with local bicycle groups and interested parents to develop and implement a Safe Routes to School program for all schools.

Develop outreach methods that specifically target families, women, and non-English speaking communities in addition to general non-targeted outreach and media campaigns that discuss current and new bicycle facilities, safe driver and bicyclist behavior, and events related to walking and biking.

Creating a comprehensive safety plan or a broader Vision Zero policy

LEARN MORE » WWW.BIKELEAGUE.ORG/COMMUNITIES

SUPPORTED BY

Orange County 2016 report card

Bicycle friendly community logos

Average Silver

AND LEAGUE MEMBERS

CHAPTER 4 // RECOMMENDATIONS, GOALS, AND PROGRAMS

Health-Related Programs

OC Loop

There are a number of actions and programs that can be made available in communities to further promote healthy lifestyles choices through active transportation modes. Active transportation has many proven physical, social, and mental health benefits through increased levels of physical activity.

The Orange County (OC) Loop is a vision for 66 miles of seamless connections and an opportunity for people to bike, walk, and connect to key destinations. About 80 percent of the OC Loop is already in place and is used by thousands of people. Currently, nearly 54 miles use existing off-street trails along the San Gabriel River, Coyote Creek, Santa Ana River, and the Coastal/Beach Trail.

Padres En Acción The Padres En Acción program engages parents as active volunteers and advocates in their children’s lives providing a direct impact in the attitudes and behaviors of their families. The program begins with a sixclass series for parents that covers topics in nutrition, physical activity, parent engagement, and advocacy. Following the six-session of classes, this core group of parents begins as volunteers on the playground on weekdays providing a consistent and long-term physical activity opportunities for students. Padres En Acción is currently implemented in elementary schools in Anaheim Elementary School District, Buena Park, Capistrano Valley, Fullerton, La Habra, Magnolia, Santa Ana, Newport-Mesa, Garden Grove, and Tustin Unified School Districts.

OC Hiking Club The Orange County Hiking Club is a charitable 501©(3) nonprofit and the largest hiking club in the county. The club exists to promote physical, mental, and emotional wellness through connection with nature. In addition to these benefits, it also provides education, encouragement, and nature-empowerment for people of all ages, families, and at-risk youth through mentorship and leadership development in the outdoors.

Orange County Cycling Club The Orange County Cycling Club is a social cycling club with rides in Orange County. No membership is required, and riders can benefit from being physically active outdoors in their own community.

YMCA With a focus on strengthening communities, youth development and healthy living, the YMCA serves Orange County with two program centers in Rancho Mission Viejo and Yorba Linda/Placentia, including an aquatics and soccer complex in Santa Ana. Several programs that the YMCA provides include “Active Older Adults,” which allows senior members full access to a variety of fitness classes and “Senior Health & Fitness Day.” There are also many Youth Sports and Fitness programs offered by the YMCA which include basketball, track and field, swim, and soccer.

Latino Health Access Latino Health Access partners with communities to bring health, equity and sustainable change through education, services, consciousness-raising and civic participation. Their mission is to deliver culturally appropriate health-related services and programming to address urgent health concerns; and to engage individuals in low-income, low opportunity areas in transforming their environments and creating positive changes in their homes and communities by providing tools, training, and mechanisms for civic engagement and participation. The Healthy Weight (Peso Saludable) program offered by Latino Health Access is a one-year program designed to assist children and their families in achieving normal weight. It focuses on very practical solutions to overcoming critical barriers to maintaining or achieving normal weight in children. The program is specifically designed for Latino children and their parents. Their program involves parents, schools, and the City to ultimately prevent, deter, and combat obesity.

SANTA ANA ACTIVE TRANSPORTATION PLAN

Health-Related Programs Funding Santa Ana Building Healthy Communities (SABHC) Mini-Grant Program In May 2009, Central Santa Ana was selected as one of 14 sites to participate in The California Endowment’s Building Healthy Communities Initiative. This award and designation launched an unprecedented effort to engage community residents, youth, public entities, schools, businesses, service providers, and non-profit organizations in the development of a 10-year plan to build a healthy Santa Ana. Santa Ana Building Healthy Communities (SABHC) is committed to addressing health inequities and improving opportunities for a healthy, active Santa Ana. The SABHC mini-grant program is designed to provide financial support to community groups whom programs, projects and mission are aligned with the SABHC vision. SABHC will be granting a total of $10,000 in mini-grants for the 2018-2019 mini grant program.

Active Living by Design (ALbD) Santa Ana transformed the way residents, government agencies, and leaders, as well as nonprofit organizations partner to improve health in their community with the help of ALbD, and additional funding from the Robert Wood Johnson Foundation (RWJF), Healthy Eating by Design (HEbD) grant, support from The California Endowment, and other public and private sources. One of the hallmarks of Santa Ana’s ALbD initiative was Safe and Active United Districts (SALUD), an innovative program that was brought together through the City’s Parks, Recreation and Community Services Agency (PRCSA), neighborhood associations, and volunteers to restore open space, and promote active living in the community. 88

More than 100 volunteers painted over graffiti and planted trees along the paved trail in the Madison Park neighborhood in Santa Ana. Multiple neighbor-led walking clubs launched, leading to an annual walkathon that now attracts thousands of residents and includes health testing, a bicycle raffle, and information about access to preventative health services. SALUD developed a “seniors-on-the-go” initiative with events including a “Senior Olympics and Health Fair.”

Alliance for a Healthy Orange County (AHOC) – Grants for Active Transportation The Alliance for a Healthy Orange County (AHOC) is a county-wide collaborative of health care organizations, community-based organizations, and universities whose mission is to champion policy strategies and leverage funding opportunities that result in enhanced health outcomes and reduced health disparities for Orange County residents. The goal of AHOC is to identify and build support for Active Transportation and find sources of funding at the local, state, and federal level for Orange County’s, active transportation projects and programs which promote healthy communities. AHOC has a multi-year campaign called the “Move More Eat Healthy Orange County Campaign.” This campaign is a county-wide effort to engage more partners to make a greater commitment to increasing the percentage of healthy weight residents in all populations of Orange County. Their goal is to make the “Move More, Eat Healthy OC” campaign an effective call to action so Orange County can start to bend the curve on obesity. As part of this campaign, AHOC has increased the number of Healthy Eating Active Living Cities in Orange County from one to eleven. AHOC assists and encourages OC cities to pursue grant funding for walking and biking projects and planning.

05 Priority Projects

Bicycle and Pedestrian Recommendations This section addresses the physical recommendations to help improve the non-motorized environment in Santa Ana. These recommendations include many of the facility types and amenities referenced at the beginning of this chapter. Subsequent sections discuss the associated programs that help support this ATP’s long-term goals. Figures 5-1 through 5-3 depicts the proposed projects, labelled according to facility type. Table 5-2 lists the proposed priority projects with information such as location, route type, and extent. The numbering used to identify projects in the following section does not necessarily imply which route should be built first. Route implementation has no specific time line, since the availability of funds for implementation is variable and tied to the priorities of the City’s capital projects. If there is desire, recommended projects can be implemented at whatever interval best fits funding cycles or to take into consideration the availability of new information, new funding sources, updated collision statistics, updated CIP lists, etc.

Prioritization Process Developing the project prioritization criteria was a combined data-driven and interactive process consisting of cumulative scores derived from the various inputs (criteria). To be consistent with regional efforts in project prioritization, the criteria from OCTA’s various bikeway strategies and Active Transportation Plan was presented, then vetted and approved by the Active Transportation Working Group. In addition, the criteria are also consistent with neighboring cities and national best practices. The inputs used for the prioritization process are shown in Table 5-1. The prioritization process uses a weighted score determined by the Active Transportation Working Group and follow up workshop input. The project list with assigned scores is included in the appendix.

Table 5-1: Prioritization Process Inputs Description

Suggested Weight

Bike and Pedestrian Collisions

Addresses safety through five years of reported crash data, normalized by project length in miles. Corridors with higher collisions per mile are scored higher.

Public Support

Incorporates public priorities through quantifying public comments acquired through both traditional outreach events and online comment maps and surveys.

Level of Traffic Stress (LTS)

LTS addresses perceived safety related to existing bike or pedestrian facility type, posted speed limits, and average daily traffic volumes (if available). There are four levels of traffic stress. Corridors with higher level of traffic stress are scored higher and represent a higher priority for treatment.

0.75

CalEnviroScreen ranks census tracts in California CalEnviroscreen based on potential exposures to pollutants, adverse 3.0 environmental conditions, socioeconomic factors and prevalence of certain health conditions.

0.75

Completes-theNetwork

Degree of network completeness is measured by the number of intersections with other existing and proposed bikeways. Existing bikeways are weighted more heavily. Proximity to the bikeway network is already included in the BPI.

0.5

Completes-theCorridor

Proportion of the corridor that is already built to at least the minimum Caltrans standards for the bikeway type that is being proposed. This helps to prioritize corridors which are already partially built.

0.5

Economic Efficiency

Measures the financial benefits associated with the corridor, normalized by the number of anticipated users (which is in turn a product of the facility type, population density along the corridor and length), and divided by planning level construction costs estimates.

0.25

Bike or Pedestrian Propensity Model

Model developed that accounts for various factors that influence bicycle and pedestrian usage including population and employment density, land use, local schools, transit, and bike or walk commute mode shares.

0.25

Criteria

CHAPTER 5 // PRIORITY PROJECTS

Table 5-2:â&#x20AC;&#x2021; Proposed Projects Final Rank

Mileage

Class

Final Rank

Mileage

Class

Warner Av

Project Name

3.63

E McFadden Av

Project Name

0.87

N Fairview St

1.83

17th St

4.32

W 1st St

1.85

II/IV

W Walnut St

2.77

III

N Main St

2.27

N Lincoln Av

1.52

III/IV

E Chestnut Av

0.75

S Lyon St

1.59

S Raitt St

0.84

E Santa Ana Blvd

0.38

N & S Grand Av

4.65

Westminster Av

1.75

E Edinger Av

1.36

Newhope St

1.98

II/IIB

S Main St

1.51

E 15th St

1.18

III

N Bristol St

1.66

II/IV

Greenville St

1.31

Euclid St

1.98

N Tustin Av

1.74

W Segerstrom Av

4.86

II/IV

W 5th St

1.70

III

Washington Av

2.82

III/V

Shelton St

1.88

III

N Broadway

1.42

Civic Center Dr

1.04

W MacArthur Blvd

3.58

II/IV

Hazard Av

1.54

III/IV

McFadden Av

0.49

E Saint Gertrude Pl

1.69

III

N King St

0.67

Wilshire Av

1.50

III

N Flower St

1.49

II/III

SANTA ANA ACTIVE TRANSPORTATION PLAN

Table 5-2:â&#x20AC;&#x2021; Proposed Projects (Cont.) Final Rank

Mileage

Class

Final Rank

Mileage

Class

N Baker St

Project Name

1.25

III

E Hobart St

0.50

III

E 4th St

1.12

II/IV

S Daisy Ave

0.38

III

S Pacific Ave

1.06

III

E Anahurst Pl

1.09

III

Project Name

Pullman St

1.08

Santiago Creek Bike Path

0.41

S Ritchey St

0.58

E Santa Clara Ave

2.19

II/III

S Sullivan St

1.48

III

Flood Control Easement

2.32

N Cabrillo Park Dr

0.82

E Saint Andrew Pl

0.59

Harbor Blvd

1.84

Deere Ave

0.43

W Monta Vista Bike Path

1.61

I/III

W Santa Clara Ave

1.41

III/IV

Alton Pkwy

1.23

W Washington Ave

0.69

III

S Cambridge St

0.28

North Park Blvd

0.43

III

W Glenwood Pl

1.60

III

E Carnegie Ave

0.48

N Santiago St

1.00

III

W Santa Clara Ave

0.81

III

Wintersburg Channel Easement

2.11

OC Streetcar

1.73

Alton Avenue Easement

0.54

N Bush St

0.67

III

Fairhaven Ave

0.83

N Santiago St

0.25

Broadway Pl

2.20

II/IV

CHAPTER 5 // PRIORITY PROJECTS

Figure 5-1: Proposed Projects

SANTA ANA ACTIVE TRANSPORTATION PLAN

Figure 5-2: Top 35 Projects

CHAPTER 5 // PRIORITY PROJECTS

Figure 5-3: Other Priority Projects

SANTA ANA ACTIVE TRANSPORTATION PLAN

Priority Projects Once the prioritization process was completed, a total of 35 priority projects were selected. These projects will create a network of complete streets that will improve non-motorized and transit use throughout Santa Ana. Each priority project represents a variety of street types that currently lack safe access and mobility for pedestrians, bicyclists, and other non-motorized modes. The following sections highlight each of the corridors existing conditions as well their proposed recommendations. Design concepts, cost estimates and characteristics are included for each corridor. Schools, parks, and demographics were derived from data a quarter-mile from the corridor. Collisions are shown as a rate, collisions per mile. MPAH identifies whether the corridor is part of the MPAH network and the type of roadway within the system. Design details and in-depth cost estimates can be found in Appendix X.

35 High Priority Projects

69 Analyzed Corridors

CHAPTER 5 // PRIORITY PROJECTS

Selected Corridors 1

W Warner Ave

E Washington Ave

Westminster Ave

N Fairview St

N Broadway

S Newhope St

W 1St St

W MacArthur Blvd

E 15Th St

N Main St

W McFadden Ave

Greenville St

E Chestnut Ave

N King St

N Tustin Ave

S Raitt St

N Flower St

W 5Th St

N & S Grand Ave

E McFadden Ave

Shelton St

E Edinger Ave

E 17Th St

Civic Center Dr W

S Main St

W Walnut St

W Hazard Ave

N Bristol St

N Lincoln Ave

E Saint Gertrude Pl

N Euclid St

S Lyon St

W Wilshire Ave

W Segerstrom Ave

E Santa Ana Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

PROJECT 1

Recommended Facilities Class IV Separated Bikeway

W Warner Avenue Project Length: 3.63 miles

Cost Estimate:

$4,897,109

Existing Conditions Warner Avenue is an east-west corridor that travels through a variety of land uses, primarily industrial, residential, public and commercial. This corridor experiences high use from all modes of travel and is one of the Cityâ&#x20AC;&#x2122;s primary thoroughfares. The corridor also acts as a main access point to Interstate 405, State Route 55, as well as connecting activity centers such as Esqueda Elementary School, Los Cab Sports Village, Adams Park, Washington Elementary and Delhi Park. Buffered bicycle lanes exist on the eastbound lanes between Fairview Street and S Raitt Street. Buffered bicycle lanes and green transition lanes exist in both directions between S Raitt Street and Main Street. Sidewalks exist throughout with limited tree cover, is well-lit, and a posted speed limit of 45 mph. Bus routes service this corridor.

Opportunities and Constraints Dedicated bicycle facilities are feasible due to the availability of existing ROW and its existing sections of bicycle facilities. The corridorâ&#x20AC;&#x2122;s posted speed, high traffic volumes, and proximity to schools, parks, residential land uses, and existing facilities make this corridor ideal for a separated bikeway by converting the existing bicycle lane buffers into protected barriers.

At a Glance

Recommendations

Schools

Parks

Bus Stops

45 mph

Major

30,000 to 40,000

Ped Collisions

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for Warner Avenue propose to install a Class IV separated bikeway to be consistent with the section that is being acquired between Main Street and Grand Avenue. Westbound lane widths and raised center median may need to be reduced to accommodate the protected bikeway. The project proposes pavement marking and transition striping along the entire corridor. Pedestrian improvements include installation of missing truncated domes, high visibility crosswalks, and streets trees or shrubs. There is also potential to develop floating bus stops where space permits.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center turn lane Physical buffer

Drought-tolerant trees to shade sidewalk Adequate street lighting

Continuous sidewalk

Transition striping at Main Street

Separated bikeway

Existing Class II buffered bicycle lane

Potential Class IV separated bikeway along West Warner Avenue

Pedestrian crossing at Harbor Boulevard

SANTA ANA ACTIVE TRANSPORTATION PLAN

Figure 5-4: West Warner Avenue Proposed Improvements

Install high visibility crosswalks and transition striping

O LET

N AV

UP RR

FAIRVIEW ST

YALE ST

LAURELWO

HARBOR BLVD

N WAR

ANNE ST

SUSAN ST

D PEN

PENDLETON AV

ANNE ST

SUSAN ST

PENDLETON AV

SUSAN ST

YALE ST

MA N S A

OTIS ST

LOMINA CT

Install separated bikeways

CENTRAL AV

CENTRAL AV CRODDY WY

FOREST AV

SALTA ST

RENE DR

SECREST WY

DOREEN WY

LINDA WY

ARTESIA ST

MAYWOOD AV

PACIFIC AV

Adams Park

RAITT ST

CENTER ST

MADDOCK ST

PEN DLETON AV

WARNER AV !

FLORA ST

E) S T

LAURA LINDA LN

DIAMOND ST

MANITOBA DR

R ST WARBL E

Adams Elementary

100

GR E

ENV

ILLE

ANAHURST PL

O LET

N AV

Install high visibility crosswalks and transition striping

UP RR

SUSAN ST

YALE ST

LAURELWO

HARBOR BLVD

N WAR

Install high visibility crosswalks and transition striping

CHAPTER 5 // PRIORITY PROJECTS

FAIRVIEW ST

YALE ST

SUSAN ST

D PEN

ANNE

SUSAN

PENDLETON AV

ANNE ST

OTIS ST

LOMINA

MA N S A

Wrap bikeway behind bus stop

CENTRAL AV

Install high visibility crosswalks andCRODDY transition striping WY CENTRAL AV

CENTRAL AV

RENE DR

FOREST AV

SALTA ST

DOREEN WY

SECREST WY

PACIFIC AV

Adams Park

LINDA WY

ARTESIA ST

MAYWOOD AV

RAITT ST

CENTER ST

MADDOCK ST

LAURA LINDA LN

DIAMOND ST

MANITOBA DR

R ST WARBL E

Adams Elementary

PEN DLETON AV

WARNER AV !

GR E

ENV

ILLE

ANAHURST PL

RITA WY

TA GE ) !

JOANE WY

(F RON

WOOD ST

RAITT

HALL AV

SPRUCE ST

FLORA ST

Install all missing truncated domes !

Legend Bus Stops

Curb Ramp Status

Proposed Bikeways

No Ramp Visually Non-Compliant

Visually Compliant

Class I: Multi-Use Path

2018 ATP Grant

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route Class IV: Separated Bikeway !

Previous Plans

Class V: Bike Blvd

Downtown Santa Ana (DTSA)

Exsiting Bikeways

250 Feet

Class I: Multi-Use Path Install high visibility crosswalk at Class II: Bike Lanes bicycle trail crossing Class III: Bike Route

500

Class IV: Separated Bikeway

On-street parking on north side of block can serve as additional bikeway buffer

SANTA ANA ACTIVE TRANSPORTATION PLAN

101

Install high visibility crosswalks and transition striping Wrap bikeway behind bus stop

Wrap bikeway behind bus stop

Esqueda Elementary

James Monroe Elementary School

HATHAWAY ST

UP RR

STANDARD AV

EVERG REEN ST

CEDAR ST

BIRCH ST

GARNSEY ST

FLOW ER ST

OLIVE ST

RAMONA DR HALLADAY ST

HICKORY ST

KILSON DR

Install high visibility crosswalks and transition striping

***

E AV

OAK ST

ROUSSELLE ST MAPLE ST

CYPRESS AV

MAIN ST

WARNER AV

BIRCH ST

ROSS ST

VAN NESS AV

PARTON ST

FLOWER ST

OLIVE ST

LOWELL ST

TOWNER ST

PARK DR

SHELTON ST

POPLAR ST

ANAHURST PL

102 FLORA ST

Washington Elementary

WARNER AV WARNER (FRONTAGE) AV

Cesar E. Chavez High

Esqueda Elementary

TOWNER ST

PARK DR

SH ELTO N ST

ROSEWOOD AV

ANAHURST PL

BRISTOL ST

BAKER ST

MAGNOLIA AV

*****

Memorial Park

WARNER

BIRCH ST

ROSS ST

VAN NESS AV

PARTON ST

FLOWER ST

OLIVE ST

LOWELL ST

Esqueda Elementary

WARNER AV

BIRCH ST

Part of Warner Avenue Road Widening Project

GARNSEY ST

FLOW ER ST

OLIVE ST

RAMONA DR

TOWNER ST

PARK DR

SHELTON ST

POPLAR ST

HATHAWAY ST

STANDARD AV

EVERG REEN ST

CEDAR ST

HALLADAY ST

HICKORY ST

KILSON DR

WARNER AV

UP RR

James Monroe Elementary School

*****

MAPLE ST

ORANGE AV

MAIN ST

FLORA ST

OAK ST

ROUSSELLE ST

ANAHURST PL

CYPRESS AV

Esqueda Elementary

Washington Elementary

CHAPTER 5 // PRIORITY PROJECTS

(FRONTAGE) AV Install high visibility crosswalk at bicycle trail crossing

Install high visibility crosswalks and transition striping

Cesar E. Chavez High

TOWNER ST

PARK DR

SH ELTO N ST

ROSEWOOD AV

ANAHURST PL

BRISTOL ST

BAKER ST

MAGNOLIA AV

Memorial Park

Delhi Park

Monroe Elementary CENTR AL AV

Legend Bus Stops

Install high visibility crosswalks Previous Plans and transition striping 2018 ATP Grant Class I: Multi-Use Path

Proposed Bikeways

MissingSidewalk

Curb Ramp Status No Ramp

Visually Non-Compliant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Class III: Bike Route

Visually Compliant

Exsiting Bikeways

250 Feet

500

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

103

Install high visibility crosswalks and transition striping

LYON ST

WRIGHT ST

HATHAWAY ST

Install separated bikeways

BE L

RITCHEY ST

LA V

104

PU LL MA NS T

BN S

SF BN

HO OK BR O DR

O W LL

O BR

DR LLO

GRAND AV

*****

WARNER AV

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

105

PROJECT 2

Recommended Facilities Class I Multi-Use Path

N Fairview Street Project Length: 1.83 miles

Cost Estimate:

$3,814,536

Existing Conditions North Fairview Street is a north-south corridor that travels though commercial, residential, park, education, and industrial land uses. This corridor serves as a major thoroughfare for Santa Ana residents, providing connections to destinations such as Centennial Regional Park, several schools, and shopping centers. Although planted parkways are inconsistent throughout the corridor, there exists a landscaped median between Warner Avenue and Alton Avenue. The corridor has a posted speed limit of 40 mph. Fairview Street also serves as a transit corridor.

Opportunities and Constraints Due to excess right-of-way found within the project extent, there is an excellent opportunity to design a protected facility such as a Class I multi-use path that serves non-motorized users. The corridor also provides access to the Santa Ana River trail, creating an ideal pedestrian and bicycle connection.

Recommendations At a Glance

Schools

Parks

Bus Stops

40 mph

Major

30,000 to 45,000

Ped Collisions

106

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for Fairview Street primarily include a Class I multi-use path on the west side of street. This protected multi-modal facility will provide travellers the opportunity to safely and comfortable travel to schools, parks, shopping, the Santa Ana River Trail, and their residences. Additional improvements include enhanced crosswalks, curb extensions, and wayfinding signage. The design of the multi-use path also includes potential green infrastructure opportunities such as areas with excess right-of-way, the physical buffer, and curb extensions where bioswales, rain gardens, or street trees can be installed.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center turn lane

Drought-tolerant trees to shade sidewalk

Adequate street lighting

Pedestrian crossing at Warner Avenue

Multi-use path Sidewalk with parkway

N Fairview Street experiences high vehicular speeds

Potential Class I multi-use path along North Fairview Street SANTA ANA ACTIVE TRANSPORTATION PLAN

107

Figure 5-5: North Fairview Street Proposed Improvements

Install high visibility crosswalks and wayfinding signage. Sidewalk on west side of Fairview St. re-purposed for multi-use path. Physical buffer can vary.

Install transition striping and wayfinding signage.

108

Install high visibility crosswalks and wayfinding signage. Install curb extension and school highvisibility crosswalks.

Install bike-ped bridge to accommodate multi-use path across Fairview St.Santa Ana River overpass.

Install transition striping and wayfinding signage.

CHAPTER 5 // PRIORITY PROJECTS

Install wayfinding signage.

Install school highvisibility crosswalks and wayfinding signage.

Install transition striping.

SANTA ANA ACTIVE TRANSPORTATION PLAN

109

Re-construct northwest curb to better align with Alton Ave. bikeway.

Install high visibility crosswalks and wayfinding signage. Sidewalk on west side of Fairview St. re-purposed for multi-use path. Physical buffer can vary.

Install high visibility crosswalks and wayfinding signage.

110

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

111

PROJECT 3

Recommended Facilities Class IIB Buffered Bicycle Lane Class IV Separated Bikeway

W 1st Street

Project Length: 1.85 miles

Cost Estimate:

$414,749

Existing Conditions West First Street is an east-west corridor that travels primarily through residential and some commercial land uses. This corridor experiences high use from all modes of travel and is one of the primary east-west connections over the Santa Ana River. A total of 22 pedestrian and 17 bicycle collisions have been recorded along this corridor, most notably at the intersections of South Euclid Street, South Harbor Boulevard, and South Fairview Street. The entire corridor is classified under the MPAH as a major street. West First Street also connects the residential neighborhood to commercial centers such as the intersection of North Harbor Boulevard as well as other intersections further east along West First Street. West First Street has moderate tree cover, is well-lit, and the posted speed limit is 40 mph.

Opportunities and Constraints Dedicated bicycle facilities are feasible due to the availability of the existing ROW along West First Street. The streetâ&#x20AC;&#x2122;s posted speed, high traffic volumes, proximity to residential land uses make this corridor ideal for implementing dedicated bicycle facilities. Bicycle and pedestrian improvements have already been implemented between South Newhope Street and North Harbor Street.

At a Glance

Recommendations

Schools

Parks

Bus Stops

40 mph

Major

27,000 to 33,000

Ped Collisions

112

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for West First Street include the installation of Class IV separated bikeways along this corrdior. Class II bicycle lanes are recommended over the Santa Ana River bridge due to ROW constraints. The project also proposes a road diet from six to four travel lanes along the segment of North Harbor Boulevard to North Fairview Street. The project recommends pavement marking and transition striping along the entire corridor. Pedestrian improvements include the installation of a pedestrian safety island/raised median where the proposed multi-use path along the East Garden Grove Wintersburg Channel bisects West First Street. Other pedestrian improvements include the installation of missing truncated domes, high visibility crosswalks, as well as enhancing the street tree canopy along the entire corridor.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center turn lane Physical buffer

Drought-tolerant trees to shade sidewalk Adequate street lighting

Continuous sidewalk

Wide travel lanes along W 1st Street

Separated bikeway

Existing center turn lane

Potential Class IV separated bikeway along West 1st Street SANTA ANA ACTIVE TRANSPORTATION PLAN

113

! ! ! ! ! ! !

Restripe road and install buffered bicycle lanes

Figure 5-6: West 1st Street Proposed Improvements

! !

Install high visibility crosswalks and transition striping

! ! ! ! !

Install PHB when multiuse path is completed and include pedestrian island/ raised median

Retain existing median

! !

MOUNTAIN VIEW ST

*****

***** *****

*****

1ST ST

! ! !

BOSTON COM

R ES AND

HENDERSON PL

*****

FLOYD CIR

*****

WHITMAN COM CANFIELD LN

HYANNIS COM HYANNIS COM

QUINCY COM

PLYMOUTH COM

EUCLID ST

NEWHOPE ST

*****

MAXINE ST

COOPER ST

FLAG COM

*****

COOPER ST

STARBOARD ST

C OM

RTY

LUCKY WY

*****

LI BE

* *** *

HENDERSON PL

*****

2ND ST

*****

2ND ST

*****

3RD ST

EL D

Install green transition lanes

! ! !

PRIVATE ST ! ! ! ! !

1ST ST

! !

SUSAN ST

AR D O DR

E ST

HARBOR BLVD

LAUREL ST

JACKSON ST

GUNTHER PL

114

BEWLEY ST

FIGUEROA ST

*****

Install high visibility crosswalks and transition striping

MOUNTAIN VIEW ST

*****

1ST ST

! ! !

BOSTON COM

R ES AND

! !

*****

FLOYD CIR

HENDERSON PL EL D

*****

HYANNIS COM HYANNIS COM

Road diet to match CSACS 1st Street design from 6 to 4 lanes and median

QUINCY COM

WHITMAN COM CANFIELD LN

PLYMOUTH COM

EUCLID ST

NEWHOPE ST

*****

MAXINE ST

FLAG COM

*****

COOPER ST

STARBOARD ST

LUCKY WY

C OM

Install green transition lanes

RTY

Transition from 3 to 2 lanes

HENDERSON PL

CHAPTER 5 // PRIORITY PROJECTS

*****

LI BE

COOPER ST

***** * *** *

2ND ST

*****

2ND ST

*****

3RD ST

! ! ! !

PRIVATE ST ! ! ! ! !

AR D O DR

CALLE DEL NORTE MILL

DORSEY DR

ER P

CALLE DEL SUR

SH AW PL

GUNTHER ST

SHANNON ST

Santa Anita Park

SUSAN ST

GOODMAN DR

QUI ET VILLAGE ST

1ST ST

K E NT ON D R

HARBOR BLVD

LAUREL ST

JACKSON ST

GUNTHER PL

BEWLEY ST

FIGUEROA ST

*****

Legend Bus Stops

Curb Ramp Status

Proposed Bikeways

Retain existing Class I: Multi-Use Pathbuffered Class II: Bike Lanes bicycle lanes

No Ramp Visually Non-Compliant Visually Compliant

Previous Plans

Class IIB: Buffered Bike Lanes Class III: Bike Route Class IV: Separated Bikeway

Exsiting Bikeways

2018 ATP Grant

Class I: Multi-Use Path

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

250 Feet

500

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

115

** ** *

***** *****

CAPRI AV DELFI AV

*****

***** * ** **

KNIGHT LN CA ST LE LN CENTER ST

*****

APPLE AV

CLARA ST

CANTALOUPE CT

BANANA BLVD

SULLIVAN ST

1ST ST

*****

AMALFI DR

MONACO DR

** ** *

*****

FAIRVIEW ST

MONACO DR

Magnolia Science Academy

VI ENNA DR

LIDO DR

OI A W

S E QU

***** !

** ** *

**** *

JEANNIE COM

PALA CE L N

116 ** ** *

*****

ZI ON

QUIET VILLAGE ST

CSACS road diet

C A P E C O D WY

3RD ST

2ND ST

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

117

PROJECT 4

Recommended Facilities Class II Bicycle Lane Class III Bicycle Route Class IV Separated Bikeway

N Main Street

Project Length: 2.27 miles

Cost Estimate:

$1,706,051

Existing Conditions Several land uses are found adjacent to the North Main Street but the primary land use is commercial. This corridor provides direct connections to major destinations such as MainPlace Mall, Orange Town & Country Shopping center, Discovery Cube Orange County, Downtown Santa Ana, Santiago Park, and the Santiago Creek Bike Trail. Orange County Educational Arts Academy and the California Center for Digital Arts can be reached from North Main Street. Over 20 pedestrian and bicyclist collisions have been recorded along this corridor, most notably at the intersections of North Main Street and East 1st Street. A fatal collision was reported at the intersection of North Main Street and E 16th Street. The entire corridor is classified under the MPAH, either as a Major street or Collector street. The posted speed limit is 35 MPH north of Downtown and 30 MPH within Downtown. On-street parking is mostly present north of Downtown. The corridor lacks a dedicated parkway, but several sections have planted palm trees. Street lights are present along the entire corridor. North Main Street serves as a major transit corridor, with amenities ranging from simple transit stop signage to sheltered benches.

Opportunities and Constraints

At a Glance

20 30-35 mph

Schools

Parks

Bus Stops

Speed Limit

Major/ Collector

30,000 to 35,000

Ped Collisions

118

The existing ROW varies substantially which creates challenges for installing a consistent bikeway type through the corridor. The massive multi-travel lane conditions of North Main Street between CA-22 and West Buffalo Avenue provide the room needed for a safer and more comfortable bikeway. There are opportunities to install bikeways with modifications to the center turn lane and the removal of on-street parking.

Bike Collisions

MPAH

ADTs

Recommendations The project proposes the installation of Class IV separated bikeways between CA22 and West Buffalo Avenue, Class II bicycle lanes between West Buffalo Avenue and Santa Ana Boulevard, and a bicycle route between Santa Ana Boulevard and 1st Street. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Additional signage will be needed for conflict areas such as at each dedicated right turn lane or at transit stops. Pedestrian improvements include installation of high visibility crosswalks, especially in Downtown, across the freeways, and at major intersections in front of shopping centers.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Physical buffer Droughttolerant trees to shade sidewalk Adequate street lighting

Pedestrian crossing at 17th Street

Separated bikeway

Continuous sidewalk Overpass on Insterstate 5

Potential Class IV separated bikeway along North Main Street

Reduced ROW

SANTA ANA ACTIVE TRANSPORTATION PLAN

119

Figure 5-7: North Main Street Proposed Improvements

Modifications to center median will be needed to accommodate separated bikeway. Preserve as many trees as possible

Install wayfinding signage

S P U R GE ON S T

LA RA TA C

BUSH ST

EDGEWOOD RD

SPURGEON ST

SA N

Santiago Santiago Park Park M E MOR Y L N

CITY PLACE DR

! ! ! !

SANTA CLARA AV

BROADWAY

BUFFALO AV

! ! ! ! ! !

I-5

BEDFORD RD

F OF

MA INP

LA C

CES S

ING A C

Santiago Park MAINPLACE DR

MAINPLACE PARK

MAIN PLACE PARKI NG ACC ESS

MAIN ST

TOWN AND COUNTRY RD

Install high visibility crosswalks, transition striping, and wayfinding signage at every major intersection and entrance to shopping centers

Coordinate with Caltrans on separated bikeway and intersection improvements through Interstate-5 overpass between Edgewood Road and West Santa Clara Avenue.

! !

OCSA

10TH ST

12TH ST

! ! !

WASHING TON AV ! !! !

14TH ST

MAIN ST

15TH ST

17TH ST

120

FALO AV

20TH ST

BUSH ST

11TH ST

16TH ST

Install signage to reduce cross-traffic SPURGEON ST conflicts with transit users and bicyclists

Park

ON ST TA C

EDGEWOOD RD

LA RA

Park

SA N

CHAPTER 5 // PRIORITY PROJECTS

BUSH ST

M E MOR Y L N

TOWN AND COUNTRY

CITY PLACE DR

! ! ! !

BROADWAY

BUFFALO AV

! ! ! ! ! !

I-5

/ ON

BEDFORD RD

Install high visibility crosswalks, transition striping, and wayfinding signage. Install signage to reduce cross-traffic conflicts with transit users and bicyclists

P AM

Install high visibility crosswalks and transition striping

Santiago Park MAINPLACE DR

MA INP

LA C

MAIN PLACE PARKI NG ACC ESS

MAIN ST

SANTA CLARA AV

On-street/parking removed to accommodate transition from separated bikeways to bicycle MAINPLwhere ACE PARK lanes. Add buffer excess ING A C CE SS ROW exists

12TH ST

11TH ST

! !

WASHING TON AV ! !! !

14TH ST

15TH ST

17TH ST

BUFFALO AV

20TH ST

BUSH ST

MAIN ST

OCSA

18TH ST

SYCAMORE ST

19TH ST

10TH ST

16TH ST

SPURGEON ST

BROADWAY

Class V: Bike Blvd

! !

Class IV: Separated Bikeway

MissingSidewalk

Downtown Santa Ana (DTSA)

Class III: Bike Route

Visually Compliant

Safe Mobility Santa Ana (SMSA)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Visually Non-Compliant

500

Class I: Multi-Use Path

Central Santa Ana (CSACS)

250

2018 ATP Grant

Install high visibility Feet crosswalks, transition striping, and wayfinding signage

SANTA ANA ACTIVE TRANSPORTATION PLAN !

Exsiting Bikeways

Previous Plans

Install signage to reduce Proposed Bikeways cross-traffic conflicts withPath Curb Ramp Status Class I: Multi-Use No Ramp Class II: Bike Lanes transit users and bicyclists Bus Stops

Legend

121

Install high visibility crosswalks and transition striping at very major intersection

ORANGE AV

PINE ST

WALNUT ST

1ST ST

2ND ST

3RD ST

4TH ST

5TH ST

SANTA ANA BLVD

SYCAM ORE ST

MA I N S T

CHESTNUT AV

CYPRESS AV

SYCAM ORE ST

2ND ST

OCEAA BROADWAY

Install high visibility crosswalks and wayfinding signage

122

CAMILE ST

SPURGEON ST

BUSH ST CI VIC CENTER DR

OCSA

SPURGEON ST

8TH ST

9TH ST

SPURGEON ST

Install missing curb ramp with truncated domes

MYRTLE ST

Transition from bicycle lanes to bicycle route due to ROW constraints through downtown

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

123

PROJECT 5

Recommended Facilities Class IIB Buffered Bicycle Lane

E Chestnut Avenue Project Length: 0.75 miles

Cost Estimate:

$179,345

Existing Conditions East Chestnut Avenue is an east-west corridor that travels primarily though education and industrial land uses. This corridor experiences high volumes of vehicular traffic due in part to the industrial land uses along the corridor, as well as being the main access to the Santa Ana Zoo at Prentice Park. Continuous sidewalks and good tree cover can be found along the corridor; however, Chestnut Avenue is not adequately lit for pedestrians or vehicles. The avenue has a posted speed of 35 mph.

Opportunities and Constraints Class II buffered bicycle lanes are feasible due to the availability of the existing ROW. The proximity to Raymond A. Villa Fundamental Intermediate School as well as the Santa Ana Zoo create an ideal opportunity for multimodal transportation. The configuration of the East Chestnut Avenue and South Lyon Street intersection creates a challenge for improved bicycle and pedestrian facilities.

Recommendations At a Glance

Schools

Parks

Bus Stops

35 mph

Primary

5,000 to 13,000

Ped Collisions

124

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for East Chestnut Avenue intend to install Class II buffered bicycle lanes along this corridor. The project proposes striping for a six feet protected bicycle lane with a four feet striped buffer and green transition striping along the entire corridor. Pedestrian improvements include high visibility crosswalks and improved street lighting. Improvements to the existing street vegetation are also recommended to increase shading and sense of security where missing.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Striped buffer Droughttolerant trees to shade sidewalk

Center turn lane

Dedicated bicycle lane Adequate street lighting

Sidewalk with parkway

Lack of crosswalks along E Chestnut Avenue

Existing street configuration

Potential Class 2 buffered bicycle lanes along East Chestnut Avenue SANTA ANA ACTIVE TRANSPORTATION PLAN

125

Figure 5-8: East Chesnut Avenue Proposed Improvements

Restripe road, remove one travel lane, and install buffered bicycle lanes Install high visibility crosswalks and transition striping

Restripe road, remove one travel lane, and install buffered bicycle lanes

Install high visibility crosswalks and transition striping

I-5 IT

MCCLAY ST

EX 10 4A

LYON ST

Santa Ana Zoo at Prentice Park

! !

SEREN

ESTRELL A

I LN

*****

** ** *

VISTA

*****

WILLIAMS ST

O EL PASEO

A BU EN

A FE SANT

126

*****

LA RONDA

RR INK

MAIN ST

RIN

R OL MET

V DA

OCTA

CHESTNUT AV

ELK LN

Villa Fundamental Intermediate

AN GR

UP RR UP RR

WALNUT ST

LOR E

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

127

PROJECT 6

Recommended Facilities Class II Buffered Bicycle Lane

S Raitt Street

Project Length: 0.84 miles

Cost Estimate:

$257,185

Existing Conditions South Raitt Street is a north-south corridor located in southwestern Santa Ana. The surrounding land use is entirely single family residential with the exception of one school, McFadden Intermediate School. There was one pedestrian collision reported between 2013 and 2017, on Adams Street. South Raitt Street has a posted speed limit of 40 mph (except in the school zone where it goes down to 25 mph). The number of travel lanes vary between four and five lanes. The corridor has sidewalks throughout, with a consistent tree canopy and adequate lighting. However, this corridor has no bicycle facilities or traffic calming measures. Bus routes do not serve the corridor.

Opportunities and Constraints The corridor lacks neighborhood activity centers, due to the surrounding land uses comprised entirely of single family residential, with the exception of McFadden Intermediate School. The corridor is nicely shaded from the sun and lit during the night. The corridor is classified as a secondary arterial under the MPAH. The existing LTS posted speed limit are high, which may prevent some bicyclists from riding along this street. Although the existing ROW varies between 49 feet and 73 feet, there are no raised medians, which provides opportunity and flexibility for restriping throughout the corridor.

At a Glance

Recommendations

Schools

Parks

Bus Stops

40 mph

Secondary

7,000 to 14,000

Ped Collisions

128

Bike Collisions

MPAH

Speed Limit

ADTs

The South Raitt Street proposed improvements are designed to increase the safety and comfort of all users of the corridor. The project proposes a road diet to reduce the number of travel lanes from four to three while retaining the center turn lane. The new street configuration will provide sufficient ROW to install Class II buffered bicycle lanes from Warner Avenue to Flora Street and Adams Street to West Alton Avenue. Class II bicycle lanes are proposed between Flower Street and Adams Street. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installation missing truncated domes, and high visibility crosswalks, especially around schools.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Striped buffer Droughttolerant trees to shade sidewalk

Road lane diet

Dedicated bicycle lane

Wide center turn lane

Vehicular traffic on S Raitt Street

Adequate street lighting

Sidewalk with parkway School zone crosswalk at Adams Park

Potential Class II buffered bicycle lanes along South Raitt Street SANTA ANA ACTIVE TRANSPORTATION PLAN

129

Figure 5-9: South Raitt Street Proposed Improvements

Road diet (from 4 lanes to 3 lanes) with center turn lane to accommodate buffered bicycle lanes

! !

RAITT ST ! ! !

MADDOCK ST

MANLY AV

CENTER ST

CHANDLER AV

CENTER ST

HEMLOCK WY

ROWLAND AV

! !

CENTER ST

MADDOCK ST

Install all missing truncated domes Road diet (from 4 lanes to 3 lanes) with center turn lane to accommodate buffered bicycle lanes

130

BLACKHAWK DR

GARRY AV

CA RRI A GE D R

ARTESIA ST

UP RR ALTON AV

MOORE AV

RA Y

WOOD ST

HALL AV

FLORA ST

DOUGLAS ST

MOORE AV

Adams Park

LINDA WY

GARRY AV

CARRIAGE DR

SEGERSTROM AV

GE !) S

CHANDLER AV

R!ON !TA

SAN LORENZO AV

DOREEN WY

DOUGLAS ST

HEMLOCK WY

RA ! I T! T (F

KNOX AV

McFadden Intermediate A D A MS S T

TE SI A

Carl Thornton Park

CENTRAL AV

LL AV

HALL AV

FLORA ST WARNER AV

DO U GL AS S T

MOORE AV

Install yellow high visibility crosswalks and transition striping

Segerstrom High

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

131

PROJECT 7

Recommended Facilities Class II Bicycle Lane Class II Buffered Bicycle Lane

S Grand Avenue

Project Length: 4.65 miles

Cost Estimate:

$2,286,008

Existing Conditions South Grand Avenue is a north-south corridor that travels through a variety of land uses primarily industrial, residential, public, as well as commercial. This corridor experiences high use from all modes of travel and is one of the primary north-south thoroughfares on the eastern half of the City. The corridor also acts as a main access point to Interstate 5 and State Route 22, as well as connecting residential neighborhoods to several schools (i.e. Century High School, Raymond A. Villa Fundamental Intermediate School, Sierra Intermediate School, CNI College, and Fairhaven Elementary School). Bicycle improvements have been implemented between Fairhaven Avenue and East 21st Street and between East 4th Street and East 1st Street. Both North and South Grand Avenue has limited tree cover, is well-lit, with a posted speed limit of 45 mph.

Opportunities and Constraints Dedicated bicycle facilities are feasible due to the availability of the existing ROW along North Grand Avenue. The streetâ&#x20AC;&#x2122;s posted speed, high traffic volumes, and proximity to schools, parks, commercial and public land uses make this corridor ideal for implementing a combination of standard and buffered bicycle lanes.

At a Glance

Recommendations

Schools

Parks

Bus Stops

45 mph

Major

26,000 to 37,000

Ped Collisions

132

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for North Grand Avenue intend to transform this corridor into a combination of a buffered bicycle lane and bicycle lane along various segments of this corridor. The buffered bicycle lane is proposed from Interstate 22 offramp to East 21st Street, the on-ramp/off-ramp to Interstate 5 and just south of East 6th Street, and State Route 55 exit to East Dyer Road. The bicycle lane is proposed from East 21st Street to the on-ramp/off-ramp to Interstate 5, and just south of East 6th Street to the State Route 55 exit. The project proposes pavement marking and transition striping along the entire corridor. Pedestrian improvements include installation of missing truncated domes, high visibility crosswalks, and streets trees or shrubs.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Drought-tolerant trees to shade sidewalk

Street Constraint Locations

Adequate street lighting Center turn lane Existing bus stop along S Grand Avenue

Bicycle lanes

Sidewalk with parkway

Center turn lane near 17th Street

Potential Class II bicycle lanes along South Grand Avenue

Existing school zone

SANTA ANA ACTIVE TRANSPORTATION PLAN

133

Figure 5-10: Grand Avenue Proposed Improvements

Install high-visibility crosswalks and bike transition striping

Restripe to reduce travel lane width and install buffered bicycle lanes Install school high-visibility crosswalks, truncated domes, and bike transition striping OLD GR AND

Sierra Preparatory Academy

SANTA CLARA AV

ONT S T WASHINGTON PL

GRAND AV

ST ST

ASPEN ST

Install missing sidewalks

SANTA ANA B

134

HATHAWAY ST

Install midblock high-visibility crosswalk and RRFB

17TH ST

E G RE

SANTA FE ST

STAFFORD ST

Y ST

HATHAWAY ST

I-5 HOV ON/OFF RAMP

O OD AV

Install bus shelters MCCLA W

Sierra Preparatory Academy

EASTWOOD AV

HATHAWAY ST

JOANA DR

PARK LN

HATHAWAY ST

21ST ST

OBARR PL

AVALON AV

D AV

EM GROV

FAIRHAVEN AV

GR A N

BEECHWOOD ST

CHERRY ST

JACARANDA ST

Fairhaven Elementary

Restripe and install bicycle lane; Install school highvisibility crosswalks, truncated domes, and bike transition striping

ONT S T

Install bus shelter

HATHmidblock Install highAWAY ST visibility crosswalk and RRFB

ASPEN ST

EASTWOOD AV

HATHAWAY ST

JOANA DR

PARK LN

Install bike staging box in existing striped shoulder with new curb ramp

HATHAWAY ST

OBARR PL 21ST ST

EM GROV

Install high-visibility crosswalks and transition striping

Sierra Preparatory Academy CHAPTER 5 // PRIORITY PROJECTS

AVALON AV

D AV

SANTA CLARA AV

FAIRHAVEN AV

GR A N

BEECHWOOD ST

Fairhaven Elementary

RAND

CHERRY

JACARANDA ST

SANTA FE ST

Install high-visibility crosswalks, transition HATHAWAY ST striping, and bike signal

MCCLAY ST

FRUIT ST

HATHAWAY ST

Bus Stops Curb Ramp Status No Ramp

Install school high-visibility Proposed Bikeways crosswalks, truncated domes, Class I: Multi-Use Path and bike Class transition striping II: Bike Lanes

Previous Plans

Exsiting Bikeways

2018 ATP Grant

Class I: Multi-Use Path

Central Santa Ana (CSACS)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Visually Compliant

Class III: Bike Route

Downtown Santa Ana (DTSA)

MissingSidewalk

Class IV: Separated Bikeway

Visually Non-Compliant

Class V: Bike Blvd

250 Feet

500

Install truncated domes Class IV: Separated Bikeway

J "

Legend

RT H

AL N

T 14TH S

15TH ST

EASTWOOD AV

SANTA ANA BLVD

21ST ST

GRAND AV

STAFFORD ST

WASHINGTON PL

17TH ST

G RE

I-5 HOV ON/OFF RAMP

O OD AV

Sierra Preparatory Academy

SANTA ANA ACTIVE TRANSPORTATION PLAN

135

! ! !

! !

Restripe and install bicycle lanes; Install yellow high visibility crosswalks and bike transition striping !

Install bus shelter

Install high-visibility crosswalks, curb ramp with truncated domes where missing, and bike transition striping

! ! ! ! ! ! ! ! ! !

*****

! !

CHESTNUT AV

A GR

WALNUT ST

2ND ST

3RD ST

6TH ST

FRUIT ST

1ST ST

4TH ST

GRAND AV

MCCLAY ST

Remington Elementary

EASTWOOD AV HATHAWAY ST

HATHAWAY ST

M TA OC

IN OL TR

Install truncated domes Install bus shelter

LI NW OOD AV

NDY PL

HAM AV

TER AV

E AV

M CT A O

136

J "

GRAND AV

MCFADDEN AV

** ** *

Century High

*****

Villa Fundamental Intermediate

MCCLAY ST

6TH ST

*****

LINWOOD AV

CHAPTER 5 // PRIORITY PROJECTS !

WALNUT ST

EASTWOOD AV HATHAWAY ST

N RA

CHESTNUT AV

2ND ST

3RD ST

6TH ST

FRUIT ST

Install high visibility crosswalks and bike transition striping

1ST ST

4TH ST

Install transition striping, GRAND AV midblock high visibility

MCCLAY ST

Remington Elementary

****

*****

6TH S

*****

MCCLAY ST

Villa Fundamental Intermediate

Install high visibility school crosswalks

M TA OC

HATHAWAY ST

IN OL TR

LI NW OOD AV

WILSHIRE AV

NORMANDY PL

WAKEHAM AV

HUNTER AV

CT A

J "

GRAND AV

MCFADDEN AV

** ** *

Century High

Bus Stops

Proposed Bikeways

Curb Ramp Status Visually Compliant !

Previous Plans

Exsiting Bikeways

Class I: Multi-Use Path

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Install bus shelters

250 Feet

500

Legend

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

137

! ! ! ! ! ! ! ! ! ! !

Install yellow high visibility crosswalks, wayfinding signage, and transition striping

Install transition striping and truncated domes where missing

! ! ! ! ! ! ! ! ! ! !

Century High

! !

SAINT GERTRUDE PL

! !

EDINGER AV

! !

SAINT ANDREW PL

GRAND AV

BORCHARD AV

POMONA ST

! ! ! !

WILSHIRE AV

EASTW OOD AV

! ! ! !

HATHAWAY ST

! !

Install bus shelter

! ! !

LLM PU

! !

B R OO

K H OL L O W D R

DYER RD

L T ERRAC E DR

WARNER AV

138

GRAND AV

! ! !

CHAPTER 5 // PRIORITY PROJECTS

Century High

! !

SAINT GERTRUDE PL

! !

EDINGER AV

! !

GRAND AV

Install high visibility crosswalks, bike transition striping, and truncated domes where missing !

SAINT ANDREW PL

Install transition striping and truncated domes where missing

POMONA ST

! ! !

WILSHIRE AV

BORCHARD AV

Install high visibility crosswalks, bike transition striping, and missing sidewalk EASTW OOD AV

! ! ! !

HATHAWAY ST

! ! ! ! !

LLM PU

! !

B R OO

K H OL L O W D R

DYER RD

H OT E L T E RRA C E D R

WARNER AV

GRAND AV

HATHAWAY ST

Bus Stops

Proposed Bikeways

Curb Ramp Status

Previous Plans

Exsiting Bikeways

Install bus shelter

Class I: Multi-Use Path

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Visually Compliant

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

MissingSidewalk

Class IV: Separated Bikeway

No Ramp Visually Non-Compliant

250 Feet

500

Legend

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

139

PROJECT 8

Recommended Facilities Class IIB Buffered Bicycle Lane

E Edinger Avenue Project Length: 1.36 miles

Cost Estimate:

$565,235

Existing Conditions East Edinger Avenue is an east-west corridor that travels primarily through industrial and commercial land uses. This corridor has a high LTS due to the heavy industrial and commercial land uses. The corridor experiences moderate use from multiple modes of travel. Two pedestrian and bicycle collisions have been recorded along this corridor; one located at the intersection of South Lyon Street and the intersection of Auto Mall Drive. The entire corridor is classified under the MPAH as a Major street. East Edinger Avenue has limited tree cover, is well-lit, and the posted speed limit is 45 mph.

Opportunities and Constraints Dedicated bicycle facilities are feasible due to the availability of the existing ROW along East Edinger Avenue. The streetâ&#x20AC;&#x2122;s high posted speed, high traffic volumes, and proximity to industrial and commercial land uses make this corridor difficult for implementing any type of bicycle facility without a road diet.

Recommendations

At a Glance

Schools

Parks

Bus Stops

45 mph

Major

30,000 to 38,000

Ped Collisions

140

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for East Edinger Avenue include the installation of buffered bicycle lanes along the entire corridor. The project also proposes pavement marking and transition striping where conflict areas may occur. Pedestrian improvements include the installation of missing truncated domes and high visibility crosswalks, as well as enhancing the street tree canopy along the entire corridor. Additionally, bus pads are proposed at several locations to address the common issue of asphalt distortion at bus stops.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Wide striped buffer Droughttolerant trees to shade sidewalk

Road lane diet

Dedicated bicycle lane

Center turn lane

Lack of bicycle facillities along Edinger Avenue

Adequate street lighting

Sidewalk with parkway Existing pedestrian crossing at Ritchey Street

Potential Class II bicycle lane along East Edinger Avenue SANTA ANA ACTIVE TRANSPORTATION PLAN

141

Figure 5-11: East Edinger Avenue Proposed Improvements

Install bus pad

Restripe road and install buffered bicycle lanes BORCHARD AV SANTA FE ST

WILSHIRE AV

GRAND AV

ORANGEWOOD !

RITCHEY ST

UP RR

LYON ST !

MINNIE ST

EDINGER AV

MADISON AV

**** *

BORCHARD AV

Madison Park

STANDARD AV

BORCHARD AV

Century High

Madison Elementary

Install high visibility crosswalks and transition striping

POMONA ST

142

! ! ! !

CT A

IN G RO

RF AX

AY T

AV UE

CT CT

N O

CT A KA R

MOR O

SA M

AV EDINGER ! ! ! ! !

SY C

NE ER TAR Y C O OC T SA C ST O CT

A U T O MA L L D R

RITCHEY ST

ORANGEWOOD

Install high visibility crosswalks and transition striping

Install bus pad

POMONA ST

SANTA FE ST

GRAND AV

POMONA ST

RITCHEY ST

UP RR

LYON ST !

MINNIE ST

Install bus pad

Install high visibility crosswalks and EDINGER AV striping transition

MADISON AV

ORANGEWOOD

BORCHARD AV

**** *

CHAPTER 5 // PRIORITY PROJECTS

Madison Park STANDARD AV

BORCHARD AV

Century High

Madison Elementary

Restripe road and install buffered bicycle lanes

POMONA ST

! ! ! !

Proposed Bikeways

MissingSidewalk

Curb Ramp Status No Ramp

BOYD ST

Install high visibility crosswalks and Previous Plans 2018 ATP Grant Class I: Multi-Use striping Path transition

Legend

Class I: Multi-Use Path

Class II: Bike Lanes Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Visually Compliant

Class IV: Separated Bikeway !

Exsiting Bikeways Class II: Bike Lanes

Class III: Bike Route

CT A

RF AX

T UE

AV LA

CT CT

AY T

IN G RO

SE R

Central Santa Ana (CSACS)

Visually Non-Compliant !

POMONA ST

Bus Stops

CT A

KA R

MOR O

SA M

AV EDINGER ! ! ! ! !

NE ER TAR Y C O OC T SA C ST O CT

A U T O MA L L D R !

RITCHEY ST

ORANGEWOOD

SY C

RF AX

POMONA ST

250 Feet

500

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

143

PROJECT 9

Recommended Facilities Class IV Separated Bikeway

S Main Street

Project Length: 1.51 miles

Cost Estimate:

$1,041,714

Existing Conditions Many different land uses are adjacent to the South Main Street corridor. Commercial, industrial, residential, mixed use, and public transportation facilities are all present. There are no schools or parks located on South Main Street. Several pedestrian and bicyclist collisions have been recorded along this corridor, most notably at the intersections of Warner Avenue and Dyer Road. South Main Street is classified under MPAH as a Major road. On average it contains three travel lanes in each direction with a center turn lane. The posted speed limit is 40 MPH. On-street parking is only present on a small section between Sycamore Street and Dyer Road. Sidewalks are present on both sides of the street. The corridor lacks a dedicated parkway, but several sections have planted palm trees that provide little shade or protection. Street lights are present along the entire corridor. Main Street serves as a major transit corridor, with amenities ranging from simple transit stop signage to benches.

Opportunities and Constraints The existing ROW along South Main Street is relatively consistent, allowing for easy design development of separated bikeways. The major constraint for this corridor involves the transit stops and how the bus platforms will be designed in conjunction with the separated bikeways.

At a Glance

Recommendations

Schools

Parks

Bus Stops

45 mph

Major

22,000 to 30,000

Ped Collisions

144

Bike Collisions

MPAH

Speed Limit

ADTs

The project proposes the installation of Class IV separated bikeways throughout the entire corridor. Pavement marking and transition striping are also recommended in locations where conflicts may occur such as right turn lanes. Pedestrian improvements include installation of high visibility crosswalks, especially at major intersections such as Warner Avenue, MacArthur Boulevard, or Sunflower Avenue. Careful ADA attention should be made where the sidewalk crosses the railroad tracks.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center turn lane Physical buffer

Drought-tolerant trees to shade sidewalk Adequate street lighting

Continuous sidewalk

Pedestrian crossing at Dyer Road

Separated bikeway

Existing lane configuration

Potential Class IV separated bikeway along South Main Street

Section with landscaped median on S Main St

SANTA ANA ACTIVE TRANSPORTATION PLAN

145

Figure 5-12: South Main Street Proposed Improvements

Install high visibility crosswalks and transition striping

CENTR AL AV

* *** *

MA C

ALTO N AV

GARRY AV

IN V

S YCAMORE ST Y

ROYAL PL

IC TA P

COWAN

MAIN ST

ALDER ST Y AV

M ACARTHUR BLVD

BINE AV

SYCAM ORE ST

Install signage to reduce cross-traffic conflicts with transit users and bicyclists CH F IT

146

SANDPOI NTE AV

Install signage to reduce cross-traffic conflicts with transit users and bicyclists MACARTHUR PL

DYER RD

LORDS LN

ER AV

BROADWAY

GOETZ AV

MAIN ST

LON DON

WARNER AV

CYPRESS AV

Esqueda Elementary

Install wayfinding signage

ORANGE AV

CENTR AL AV

CYPRESS AV

Install high visibility crosswalks, transition striping, and wayfinding signage

Sidewalk maintenance needed at rail crossings

ADAMS ST

FLORA ST

Install “No Turn on Red” signage to accommodate separated bikeway traffic

DYER RD

Install signage to reduce crosstraffic MAIN STconflicts with transit users and bicyclists

Class I: Multi-Use Path

No Ramp

Class II: Bike Lanes !

Class IIB: Buffered Bike Lanes

Visually Compliant

Class III: Bike Route

MissingSidewalk

Class IV: Separated Bikeway !

Install high visibility crosswalks, transition striping, and wayfinding Previous Plans Exsiting Bikeways signage. Install “No Turn on 2018 ATP Grant Class I: Multi-Use Path Red”Santa signage to accommodate Central Ana (CSACS) Class II: Bike Lanes Safe Mobility Santabikeway Ana (SMSA)traffic Class III: Bike Route separated Downtown Santa Ana (DTSA)

SUNFLOWER AV

STEVENS AV

SYCAM ORE ST

250 Feet

500

Proposed Bikeways

Curb Ramp Status Visually Non-Compliant

ALDER ST

TIMBER ST

Legend Bus Stops

MAIN ST

MURPHY AV

COLUMBINE AV

M ACARTHUR BLVD

BEL AV NO

SI ERRA DR

CH F IT

COWAN

SANDPOI NTE AV

MA C

MACARTHUR PL

Install high visibility Install high visibility crosswalks, LORDS LN crosswalk and transition striping, and wayfinding transition striping. signage. Install “No Turn on CR IN O Red” signage to accommodate VIC W S YCAMORE ST N SYCAM ORE ST TA W separated bikeway traffic PL ROYAL PL Y WY

* ***

CENTR AL AV

Modifications to planted center median will be needed to accommodate separated bikeway. Preserve BROADWAY as many trees as possible.

LON DON

Esqueda Elementary

GARRY AV

CYPRESS AV

ALTO N AV

CHAPTER 5 // PRIORITY PROJECTS

WARNER AV

CENTR AL AV

CYPRESS AV

GOETZ AV

ADAMS ST

FLORA ST

ORANGE AV

Class IV: Separated Bikeway

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

147

PROJECT 10

Recommended Facilities Class II Bicycle Lane Class IV Separated Bikeway

N Bristol Street

Project Length: 1.66 miles

Cost Estimate:

$1,036,587

Existing Conditions The North Bristol Street project is a north-south corridor starting from West 17th Street, and extends into West La Veta Avenue until Interstate 5. Two schools, Santiago Elementary and Mendez Fundamental Intermediate, and one church are long this corridor. Commercial land uses concentrate on the south end along 17th Street, and at the intersection of Memory Lane. Multi-family residential are mostly south of Santiago Creek, while single-family residential are north of the creek. There are several big multi-family apartment complexes north of Memory Lane. The corridor has a posted speed limit at 45 mph and raised medians that transition to turn lanes at intersections. The number of travel lanes varies between five to eight lanes. The corridor currently has one bus route, no bicycle facilities or traffic calming measures. There are sidewalks and ramps throughout N Bristol Street, but there is no sidewalk on the east side of West La Veta Avenue. The corridor lacks shade and pedestrian street lighting in most parts could also be improved. Since street trees are mostly palm trees with limited shade.

Opportunities and Constraints

At a Glance

Schools

Parks

Bus Stops

Major

Ped Collisions

148

North Bristol Street is classified as a major street, with high speed limits and high LTS level, which may prevent some bicyclists from riding along this street. ROW varies dramatically, between 58 feet and 105 feet, but this also provides generous opportunity and flexibility for road diet treatment and re-striping along the corridor. In addition, the corridor lacks mid-block crossings, pedestrian lighting, and shade.

Bike Collisions

MPAH

45 mph Speed Limit

44,000 to 50,000 ADTs

Recommendations The N Bristol Street proposed improvements are designed to increase the safety and comfort of all users of the corridor. The project proposes a road diet or lane diet depending on ROW availability, with the reduction of a travel lane or lane width and the installation of Class IV separated bikeways for each direction. Pavement markings and green transition striping are also recommended at major intersections. Pedestrian improvements include installation of high visibility crosswalks at the intersections of West 22nd Street, and between Memory Lane and Santa Clara Avenue.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Center Turn Lane Physical buffer Adequate street lighting

Street Constraint Locations

Road lane diet Sidewalk with Drought-tolerant street trees Pedestrian crossing along N Bristol Street

Separated bikeway

Sidewalk with parkway

Potential Class IV protected bikeway along North Bristol Street

Existing bus stop

SANTA ANA ACTIVE TRANSPORTATION PLAN

149

BAKER ST

Proposed Bikeways

Curb Ramp Status

Previous Plans

Install high visibility crosswalks and bike transition striping Exsiting Bikeways Class I: Multi-Use Path

Central Santa Ana (CSACS)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Visually Compliant

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

MissingSidewalk

Class IV: Separated Bikeway !

Class V: Bike Blvd

17TH ST

19TH ST

RIVIERA DR

RIVER LN

MARION WY

ELM ST

2018 ATP Grant

GREENBRIER ST

ST AW

Class II: Bike Lanes

Visually Non-Compliant

LOUISE ST

RST C

AU GU

Class I: Multi-Use Path

No Ramp

PARK LN

MEMORY LN

BAKER ST

PINEH U

R O S E WO O D A V

BRISTOL ST

Install bus shelter

Bus Stops

150

Intermediate

250 Feet

Road diet to accommodate separated bikeways

500

Legend

MARION WY

SA W

Santa Ana College

WESTWOOD AV

RIVERGLEN LN

RIAN S

POPLAR ST

WEST ORANGE RD

FERNWOOD DR

Install high visibility crosswalks, truncated domesMendez where missing and bike transitionFundamental striping

*****

ELM ST RIVIERA DR

RIVER LN

SHARON RD

LAR A AV

PACIFIC AV

HESPERIAN ST

Road diet to accommodate separated bikeways

POPLAR ST

LOUISE ST

BRISTOL ST

HESPERIAN ST

POPLAR ST

E ST

GREENBRIER ST

21ST ST

PARK LN

C SAN TA

HESPERIAN ST

LOU IS 22ND ST

MARION WY

GREE

R ST Figure 5-13: North BristolNBRIE Street Proposed Improvements

HESPE

Santiago Elementary

SHARON RD

RIVER LN

LOUISE ST

18TH ST

SHARON RD

LOUISE ST

CHAPTER 5 // PRIORITY PROJECTS

Install curb extension, high visibility crosswalks, and bike transition striping

Install high visibility school crosswalks, curb ramp with truncated domes where missing, and bike transition striping

More street trees for shade

BAKER ST BAKER ST

17TH ST

LOUISE ST

BRISTOL ST

RIVIERA DR

RIVER LN

SHARON RD

Restripe, road diet and reduce width of raised median to install separated bikeways

R O S E WO O D A V

BAKER ST

LOUISE ST

MARION WY

PARK LN

MEMORY LN

Install bus shelter

Santa Ana College

Mendez Fundamental Intermediate

*****

21ST ST

MARION WY

WEST ORANGE RD

POPLAR ST

WESTWOOD AV

N LN

RIAN S

22ND ST

MARION WY

ELM ST POPLAR ST

FERNWOOD DR

Install bus shelter

GREENBRIER ST

HESPERIAN ST

RIVIERA DR

PACIFIC AV

RIVER LN

SHARON RD

POPLAR ST

E ST

LAR A AV

HESPERIAN ST

HESPE

Santiago Elementary C SAN TA

PARK LN

GREENBRIER ST

LOU IS

19TH ST

RIVER LN

LOUISE ST

18TH ST

SHARON RD

LOUISE ST

GREE NBRIE R ST SANTA ANA ACTIVE TRANSPORTATION PLAN

151

PROJECT 11

Recommended Facilities Class IIB Buffered Bicycle Lane

N Euclid Street

Project Length: 1.98 miles

Cost Estimate:

$593,487

Existing Conditions Euclid Street is a north-south corridor located in western Santa Ana. The surrounding land uses are mostly single family residential and other residential. There were 16 pedestrian collisions, eight bicycle collisions, with three being fatal collisions, reported between 2013 and 2017. Euclid Street is classified as a major arterial and has a posted speed limit varying from 40-45 mph. The number of travel lanes is seven lanes, resulting in an LTS of 4. The corridor has sidewalks throughout, however there are no traffic calming measures and truncated domes on curb ramps. Street trees are lacking, and the existing trees are short due to low utility power lines, which provides inadequate shade. However, the lighting along the corridor is adequate. Bus routes serve the corridor.

Opportunities and Constraints

At a Glance

Schools

Ped Collisions

152

Parks

Bike Collisions

Bus Stops

Major MPAH

40 mph Speed Limit

43,000 to 54,000 ADTs

The corridor lacks sufficient neighborhood activity centers, due to the surrounding land uses largely comprised of single family residential and other residential. There are commercial and services activity centers, such as Diamond Plaza Business Center and Euclid Retail Center. The corridor is nicely shaded from the sun and lit during the night. The existing LTS is high and the posted speed limit is also high, which may prevent some bicyclists from riding along this street. The existing ROW varies between 83 feet and 85 feet and there are no raised medians except for one short section, which provides opportunity and flexibility for restriping throughout the corridor. Several vacant lots provide opportunity for developer improvements on pedestrian facilities. Constraints include the low utility power lines that conflict with street trees.

Recommendations The Euclid Street improvements propose restriping to decrease the width of travel lanes and facilitate the addition of Class II buffered bicycle lanes in each direction. On the southern section of the corridor, it is recommended to reduce the width of a raised median to accommodate the addition of the Class II bicycle lanes. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installation of missing truncated domes, high visibility crosswalks, and streets trees or shrubs.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Striped buffer

Street Constraint Locations

Center turn lane

Droughttolerant trees to shade sidewalk

Dedicated bicycle lane Adequate street lighting

Sidewalk with parkway

Potential Class II buffered bicycle lane along North Euclid Street

Trees and utilities blocking the sidewalk

Pedestrian crossing

Potential conflicts along driveways

SANTA ANA ACTIVE TRANSPORTATION PLAN

153

Figure 5-14: North Euclid Street Proposed Improvements

Restripe road and install bicycle lanes

Restripe road and install buffered bicycle lanes

Install high visibility crosswalks and transition striping Install high visibility crosswalks and transition striping

HURLEY ST KY WY

RSON PL

***** ***** *****

5TH ST

*****

3RD ST

4TH ST

5TH ST

SILVER DR

ROOSEVELT AV

2ND ST

7TH ST RHONDA AV

Ari Guiragos Minassian

Saint Barbara Elementary

KENT AV

ROBERTS DR

NA PALI DR

EUCLID ST ! ! ! ! !

MCLEAN DR

OBSI DIAN CT

154

DAVIT AV

*****

LINDELL LN !

LE CT

HNHARDT AV

Bethel Baptist

T AV

MAXINE ST

TERIA PL

GENOA DR

MCFADDEN AV

TYSON CRSG BOSTON COM

LSON AV

*****

FLINTRIDGE DR

ARBETTE AV

CAPITAL AV

Heritage Park CANFI ELD LN

QUINCY COM !

EUCLID ST ! ! ! !

HURLEY ST

SOMERSBY LN

1ST ST

OAKFIELD AV

** ** *

PLYMOUTH COM

CORPORATE DR

HYANNIS COM

*****

***** *****

HAZARD AV

FORBES AV

*****

6TH ST

MAURIE AV !

*****

EVO NDA ST

MCLEAN DR

MORNINGSIDE AV

16TH ST WESTMINSTER AV

YOST DR

O OD DR

** ** *

EVONDA ST

AM B ERW

SHEFFIELD ST

*****

PROGRESSO ST

Install all missing truncated domes

Heritage Park

** ***** *****

5TH ST

*****

3RD ST

4TH ST

5TH ST

SILVER DR

2ND ST

6TH ST ROOSEVELT AV

MELRIC DR

Ari Guiragos Minassian Armenian

Saint Barbara Elementary

KENT AV

ROBERTS DR

NA PALI DR

EUCLID ST ! ! ! ! !

PATOM CT

MAXINE ST

OBSI DIAN CT

HURLEY ST

MCLEAN DR

INDIES CT

POLY CT

PEBBLE CT

LEHNHARDT AV

Restripe road and install bicycle lanes

BALLAST AV

Bethel Baptist

FLIGHT AV

MAXINE ST

WISTERIA PL

Install high visibility crosswalks and transition striping

MCFADDEN AV

DAVIT AV

*****

TYSON CRSG BOSTON COM

*****

GENOA DR

TAMPION AV

KEELSON AV

BARBETTE AV

LUCKY WY

Legend Bus Stops

Proposed Bikeways

Curb Ramp Status No Ramp Visually Non-Compliant

Visually Compliant

Previous Plans

Exsiting Bikeways

Connect Class II bicycle lane with Class I multiClass III: Bike Route use path Class IV: Separated Bikeway

Class I: Multi-Use Path

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

250 Feet

500

HENDERSON PL

LINDELL LN

CANFI ELD LN

QUINCY COM !

*****

FLINTRIDGE DR

1ST ST

HURLEY ST

SOMERSBY LN

PLYMOUTH COM

7TH ST

OAKFIELD AV

** ** *

HYANNIS COM

EUCLID ST ! ! ! !

CAPITAL AV

*****

FORBES AV

Restripe roadCORPORATE and DR install bicycle lanes *****

RHONDA AV

CHAPTER 5 // PRIORITY ***** PROJECTS

*****

HAZARD AV

MAURIE

MORNINGSIDE AV

PROGRESSO ST

16TH ST WESTMINSTER AV

*****

EVO NDA ST

MCLEAN DR

*****

** ** *

YOST DR

Install high visibility crosswalks and transition striping

O OD DR

*****

EVONDA ST

AM B ERW

SHEFFIELD ST

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

155

PROJECT 12

Recommended Facilities Class II Bicycle Lane Class IV Separated Bikeway

W Segerstrom Avenue Project Length: 4.86 miles

Cost Estimate:

$3,977,354

Existing Conditions West Segerstrom Avenue is an east-west corridor that travels through primarily industrial and residential land uses with some commercial located where major northsouth arterials bisect West Segerstrom Avenue. This corridor experience high use from all modes of travel and is one of the primary east-west thoroughfares. This corridor connects the residential areas to public uses including Carl Thornton Park, Segerstrom Triangle Park, and Saddleback High School as well as commercial centers. West Segerstrom Avenue has good street tree cover, is well-lit, and the speed limit is 40 mph. There were more bike collisions than pedestrian collisions between 2013 and 2017.

Opportunities and Constraints Dedicated bicycle facilities are feasible due to the availability of the existing ROW along West Segerstrom Avenue. The streetâ&#x20AC;&#x2122;s posted speed, high traffic volumes, and proximity to schools, parks, existing bike paths, and commercial land uses make this corridor ideal for implementing bicycle facilities along the entire corridor.

At a Glance

Schools

Parks

Bus Stops

40 mph

Major

18,000 to 50,000

Ped Collisions

156

Recommendations

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for West Segerstrom Avenue intend to transform this corridor into a combination of a Class IV separated bikeway and Class II bicycle lane along various segments. The separated bikeway is proposed along two segments; South Harbor Boulevard to Bear Street and S Bristol Street to S Flower Street. The bicycle lane is proposed from; The Santa Ana River Trail to South Harbor Boulevard, Bear Street to South Bristol Street, and from S Flower Street to Red Hill Avenue. The project proposes pavement markings, green transition striping along the entire corridor, and bike boxes at intersections. Pedestrian improvements include installation of missing truncated domes at curb ramps and high visibility crosswalks.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center Turn Lane Physical buffer

Sidewalk with Drought-tolerant street trees W Segerstrom Avenue with median

Adequate street lighting

Separated bikeway

W Segerstrom Avenue at Main Street

Potential Class IV separated bikeway along West Segerstrom Avenue

W Segerstrom Avenue at Susan Street

SANTA ANA ACTIVE TRANSPORTATION PLAN

157

Figure 5-15: West Segerstrom Avenue Proposed Improvements

Install high visibility crosswalk and bike signal at Santa Ana River trail Install truncated Restripe and domes, and install bicycle bike transition lanes striping

Install truncated domes, and bike transition striping

Install high visibility crosswalks and bike transition striping

Install high visibility crosswalks, truncated domes and bike transition striping

SH A

Restripe and install separated separated bikeway

SUSAN ST

UP RR

SEGERSTROM AV

YALE ST

CRODDY WY

HARBOR BLVD

CHANDLER AV

! !

CARRIAGE DR

! !

SHANNON ST

UP RR CARRIAGE DR

! ! !

Install bike box

DIAMOND ST

McFadden Intermediate

! !!

HEMLOCK WY

! !

CENTER ST

GRISET PL

! !

CHANDLER AV

! ! !

ND S T

GREENWICH AV

SAN LORENZO AV DOUGLAS ST

DANBURY WY

RAITT ST

GREENVILLE ST

FAIRVIEW ST

DEEGAN DR

158

SEGERSTR OM AV

ROWLAND AV

Carl Thornton Park

ON NN SH A

CHAPTER 5 // PRIORITY PROJECTS

SUSAN ST

UP RR

YALE ST

Install high visibility crosswalks, truncated domes where missing and CARRIAGE DR bike transition striping

SEGERSTROM Install high visibility AV crosswalks and transition striping

Install high visibility school crosswalks and transition striping UP RR ! !

CARRIAGE DR

! !

SHANNON ST

CRODDY WY

HARBOR BLVD

CHANDLER AV

! ! !

DIAMOND ST

! !!

HEMLOCK WY

! !

CENTER ST

GRISET PL

SAN LORENZO AV

! !

SE N D

! !

CA RRI A GE D R

T OWN

! !

** ***

CHANDLER AV

GREENWICH AV

Carl Thornton Park

DOUGLAS ST

DANBURY WY

RAITT ST

GREENVILLE ST

FAIRVIEW ST

McFadden Intermediate

DEEGAN DR

SEGERSTR OM AV

ROWLAND AV

! !

Visually Non-Compliant

Class II: Bike Lanes !

Visually Compliant

Class IIB: Buffered Bike Lanes Class III: Bike Route

Exsiting Bikeways

2018 ATP Grant

Class I: Multi-Use Path

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Install bike transition striping

250 Feet

500

No Ramp

Previous Plans

Curb Ramp Status

Install bike box

Proposed Bikeways Class I: Multi-Use Path

Bus Stops

Legend

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

159

SPRUCE ST

BAKER ST

DS LN

MAIN ST

MOAT PL

VE PL

T PL

GE ID

HORSHAM PL

DYER R D LON DON WY Y W N

ORANGE AV

CYPRESS AV

GARNSEY ST

CASTLE WY SYC

UX B

RAMONA DR

LOWELL ST

PARK DR

Install truncated domes where missing

* ***

TOWNER ST

BAKER ST

PACIFIC AV

BEAR ST FLOWER ST

AV RY R A

OLIVE ST

Saddleback High

R ED

RAMONA DR

IAG

O NZ

Segerstrom Triangle Park

RE LO

RI TA

Saddleback High

RR CO PL T N SP SO ER EM

UP RR

160

ROWLAND AV

SEGERSTROM AV

H E M L O C K WY

N SA

SEGERSTROM AV

CARRIAGE DR

REN E

CARRIAGE DR

BRISTOL ST

SAN LORENZO AV RITA WY

Carl Thornton Park

PACIFIC AV

RITA WY RENE DR

HEMLOCK WY

SPRUCE ST

Jefferson Elementary

McFadden Intermediate

POPLAR ST

Restripe and install bicycle lanes

ROSEWOOD AV

Install high visibility crosswalks and bike transition striping

SHELTON ST

Restripe and install separated separated bikeway; Install high visibility school crosswalks Install high visibility school crosswalks and bike transition striping and bike transition striping Install bike box

BAKER ST

PACIFIC AV

CYPRESS AV

MissingSidewalk

Curb Ramp Status

Class II: Bike Lanes Class IIB: Buffered Bike Lanes

InstallClass bike box III: Bike Route !

Visually Non-Compliant

LOWELL

TOWNE

PARK D

SHELTON ST

RAMONA

MAIN ST

LORDS LN

KILSON DR

KN AVE PL

RAMPART PL

SCEPT ER PL PARAPET PL

MOAT PL L NP RT O NO

Y NW

HORSHAM PL

FLOWER ST

MIL TO

DAMSEL WY

DYER R D LON DON WY Y W N

V EE

V P L EL O

SYC

GE ID

A BR

D OR DF

CASTLE WY

OAK ST

GARNSEY ST

OLIVE ST

RAMONA DR

Y R

DIC

AV RY

ORANGE AV

BRISTOL ST

PACIFIC AV

SPRUCE ST

UP RR

Y PL B UR

Proposed Bikeways Class I: Multi-Use Path

Bus Stops

Visually Compliant

UX B

CARRIAG

E D PRINCE WY R QUEENS WY S O V E R E I GN WY

Restripe and install Previous Plans bicycle lanes

Legend

No Ramp

* ***

RR O L TC NP P S SO ER EM

Install bike box AV

RI TA

R GA

Saddleback High

Install high visibility crosswalks at trail intersection

CARRIAGE DR

IAG

R AR

O NZ

SEGERSTROM AV

ROWLAND AV

SEGERSTROM AV

Saddleback High

N SA

RE LO

CHAPTER 5 // PRIORITY PROJECTS Segerstrom Triangle Park

CARRIAGE DR

REN E

BEAR ST

Install high visibility school crosswalks and bike transition striping

H E M L O C K WY ROSEWOOD AV

POPLAR

PACIFIC

SAN LORENZO AV RITA WY

Carl Thornton Park

BAKER ST

RENE DR

HEMLOCK WY

SPRUCE ST

RITA WY

McFadden Intermediate

2018 ATP Grant Central Santa Ana (CSACS) Safe Mobility Santa Ana (SMSA) Downtown Santa Ana (DTSA)

Install truncated domes where missing Class I: Multi-Use Path and bike Class II: Bike Lanestransition Class III: Bike Route striping

Exsiting Bikeways

250 Feet

500

Class IV: Separated Bikeway

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

161

Install high visibility crosswalks and bike transition striping

HALLADAY ST

AV AN

LLM

BI RTCHER DR

Montessori International Academy

AC E

YOUNG ST

TECH CENTER DR

OAK ST

UP RR

Install bike transition striping

HALLADAY ST

KILSON DR

OAK ST

DYER RD

Install bike box

RR SF

HI LL

LLM PU

162

DYER RD

TECH CENTER DR

BIRTCHER DR

OAK

DR AC E

TECH CENTER DR

HALLADAY ST

KILSON DR

Install high visibility crosswalks, truncated domes where missing and bike transition striping

DYER RD

BIRTCHER DR

BI RTCHER DR

LLM

Montessori International Academy

OAK ST

CHAPTER 5 // PRIORITY PROJECTS PU

HALLADAY ST

YOUNG ST

RE ST

BL A

HI LL

LLM PU

TECH CENTER DR

DYER RD

Legend Bus Stops MissingSidewalk

Curb Ramp Status No Ramp

Proposed Bikeways Class I: Multi-Use Path Class II: Bike Lanes !

Visually Non-Compliant

Class IIB: Buffered Bike Lanes Class III: Bike Route

Visually Compliant

Previous Plans

Exsiting Bikeways

2018 ATP Grant

Class I: Multi-Use Path

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

250 Feet

500

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

163

PROJECT 13

Recommended Facilities Class IIIB Bicycle Boulevard

W Washington Avenue Project Length: 4.86 miles

Cost Estimate:

$907,314

Existing Conditions Washington Avenue is an east-west corridor that travels primarily through residential and educational land uses. This corridor provides connections to destinations such as Santa Ana College, K-12 schools, and nearby commercial or retail establishments. Planted parkways with street trees are found throughout several blocks of this corridor. On-street parking varies due to limitations in the existing right-of-way and the dedicated turn lanes. The posted speed limit is 25 mph.

Opportunities and Constraints Because the primary adjacent land use is residential, this corridor is perceived as a pleasant street to travel through. Because of the limited right-of-way found within the project extent, low traffic volume, and connections to several destinations, there is an excellent opportunity to design a bicycle boulevard that serves both pedestrians and bicyclists.

Recommendations At a Glance

Schools

Parks

Bus Stops

25 mph

N/A

Under 10,000

Ped Collisions

164

The primary recommendation for Washington Avenue is a bicycle boulevard. Traffic calming measures for the bicycle boulevard include curb extensions and traffic circles. Additional improvements include enhanced crosswalks, curb extensions, and wayfinding signage. There are several opportunities to design crosswalk art at certain crossings such as in front of Santa Ana College or Willard Intermediate School.

Bike Collisions

MPAH

Speed Limit

ADTs

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Green-back sharrow markings Adequate street lighting Drought-tolerant trees to shade sidewalk Sidewalk with parkway

Pedestrian crossing at N Bristol Street

Signage and wayfinding

Existing street configuration

Potential Class IIIB bicycle boulevard along West Washington Avenue

Unmarked pedestrian crossing

SANTA ANA ACTIVE TRANSPORTATION PLAN

165

Figure 5-16: West Washington Avenue Proposed Improvements

Coordinate installation of gate through wall to provide access to Fairview St and Santa Ana River Trail.

Santa Ana College

MARTHA LN ENGLISH ST

WASHINGTO N AV ! ! !

RAITT ST

DAISY AV

FAIRLAWN ST

SC CA

TOWNSEND ST

***** !

WASHINGT ON! AV! ! ! ! ! !

DURANT ST

GARNSEY ST !

PARTON ST

FLOWER ST

OLIVE ST

LOWELL ST

FREEM AN ST

T O WN E R S T

OOD AV

BAKER ST

LOUISE ST

BRISTOL ST

! !

12TH ST

Intermediate

Wilson Elementary

Willard Intermediate Park !

166

Install transition striping Willard

Santa Ana College

Install greenbacked sharrows

15TH ST

*****

11TH ST

Install greenbacked sharrows

LIME ST

ROSS ST

11TH ST

12TH ST

12T H ST

! !

Fairview Triangle

KI N

WASHI NGTON AV

*****

JUDITH

FAIRVIEW ST

FA I

MERIDAY LN

*****

MERIDAY LN

Middle College High

PACIFIC AV

Install wayfinding signage

COLLEGE AV

14TH ST

Install curb extensions and high visibility crosswalks. Potential location for crosswalk art.

Potential location for traffic circle

Install wayfinding signage and transition striping

! !

MARTHA LN

AD SC

TOWNSEND ST

12TH ST

12T H ST

WASHINGTO N AV ! ! !

Install greenback sharrows

11TH ST

*****

Install school high visibility crosswalks. !

RAITT ST

DAISY AV

Fairview Triangle

FAIRLAWN ST

WASHI NGTON AV

KI N

Install curb extensions and school high visibility crosswalks. ENGLISH ST

Install curb extensions and high visibility crosswalks.

FA I

FAIRVIEW ST

JUDITH

*****

CHAPTER 5 // PRIORITY PROJECTS

Santa Ana College

MERIDAY LN

PACIFIC AV

MERIDAY LN

College High

COLLEGE

14TH ST

12TH ST

11TH ST

GARNSEY ST !

WESTWOOD AV

12TH ST

11TH ST

WASHINGT ON! AV! ! ! ! ! !

Legend Proposed Bikeways

Potential location for Class III: Bike Route trafficBikeway circle Class IV: Separated Class I: Multi-Use Path

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes Class III: Bike Route

Visually Compliant

Class IV: Separated Bikeway !

Exsiting Bikeways

Class I: Multi-Use Path

Visually Non-Compliant !

Previous Plans

2018 ATP Grant Potential location for Santa Ana (CSACS) traffic circleCentral Safe Mobility Santa Ana (SMSA) Downtown Santa Ana (DTSA)

! !

LIME ST

Storybook Preschool

10TH ST

Stops Install Bus wayfinding MissingSidewalk signage and Curb Ramp Status transition striping No Ramp

ROSS ST

VAN NESS AV

PARTON ST

FLOWER ST

OLIVE ST

LOWELL ST

FREEM AN ST

T O WN E R S T

! !

BAKER ST

LOUISE ST

BRISTOL ST

Willard Intermediate Park !

Willard Intermediate

Wilson Elementary

*****

Santa Ana College

DURANT ST

15TH ST

HALESW ORTH ST

Install school high visibility crosswalks, 0transition 250 500 striping, and wayfinding Feet signage. Reduce curb radii.

El Sol Academy

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

167

Install curb extensions, high visibility crosswalks, wayfinding signage, and transition striping.

Potential location for traffic circle.

12TH ST

SANTIAGO ST

FRENC H ST

SPU RGEON ST !

WASHINGT ON AV ! ! ! ! ! !

! !

G TI A

S IA

N TO

N SA

IN PO

G LIN

IEL

L WE

Chepa's Park

DS T

Install greenback sharrows

11TH ST

El Sol Academy

OCSA

Install greenback sharrows Install wayfinding signage.

J " 168

FULLER ST

LINCOLN AV OCTA METROLINK RR UP RR

LINCOLN AV

LOGAN ST

CUSTER ST

LACY ST

FRENC H ST

SPURGEON ST

BUSH ST

MAIN ST

SYCAMORE ST

BROADWAY

14TH ST

N PE

14TH ST

Davis Elementary

MO NT

FA IR

15TH ST

Install high visibility crosswalks and wayfinding signage.

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

169

PROJECT 14

Recommended Facilities Class IV Separated Bikeway

N Broadway

Project Length: 1.42 miles

Cost Estimate:

$697,749

Existing Conditions North Broadway is a north-south corridor located in north Santa Ana. The corridor is primarily surrounded by public and transportation facilities, as well as other residential and commercial uses. Single-family residential, education, mixed-use, and vacant lots are found at a lesser extent. Three pedestrian collisions and five bicycle collisions were reported between 2013 and 2017. North Broadway has various posted speed limits. Between Civic Center Drive and 17th Street its 30-40 mph and 40-45 mph from 17th Street to Mainplace Drive. This corridor is classified as a collector arterial and the number of travel lanes vary between four and five lanes, resulting in an LTS level 4. There is no on-street parking and continuous sidewalks and parkways with palms trees are found throughout the entire corridor. The corridor has adequate lighting, but no bicycle facilities or traffic calming measures. There are no bus routes serving the corridor.

Opportunities and Constraints The corridor has a diverse number of neighborhood activity centers such as International Business Center, Amigos Center, law offices, religious institutions, health services, and commercial services for its nearby residents. The corridor lacks adequate shade but is properly lit at night. The existing LTS and the posted speed limit are high, which may prevent some bicyclists from riding along this street with four lanes of traffic. Although the existing ROW varies between 53 feet and 64 feet, there are no raised mediums, which provides the opportunity and flexibility to reconfigure the corridor.

At a Glance

45 mph

20,000 to 30,000

Schools

Parks

Bus Stops

Collector

Ped Collisions

170

Bike Collisions

MPAH

Speed Limit

ADTs

Recommendations North Broadway improvements proposes the removal of one outside travel lane in each direction on the shortest width ROW between Civic Center Drive and W Santa Clara Avenue, as well as the installation of Class IV separated bikeways for the entire corridor. The number of lanes remains between W Santa Clara Avenue and Mainplace Drive. Recommendations include reducing the lane widths to accommodate buffered bicycle lanes. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installing missing truncated domes and high visibility crosswalks.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center turn lane

Drought-tolerant trees to shade sidewalk Adequate street lighting

Continuous sidewalk

Overpass on Interstate 5

Separated bikeway

Pedestrian crossing at 17th Street

Potential Class IV separated bikeways along North Broadway

Parkways and palm trees along N Broadway

SANTA ANA ACTIVE TRANSPORTATION PLAN

171

Figure 5-17: North Broadway Proposed Improvements

Install separated bikeways

Install all missing truncated domes

18TH ST

Santiago Park

MAIN ST

17TH ST

19TH ST

SANTA CLARA AV

! ! ! !

NI E

VICTO RIA DR

BO N

! !

JEFFERSON PL

TO N WY !

BE N

A BR

8TH ST

9TH ST

MAIN ST

11TH ST

12TH ST

! !

Install high visibility crosswalk

Install RRFB

OCSA

BIRCH ST

4TH ST

CE CI VI C

El Sol Academy

5TH ST

ER NT

OCEAA BROADWAY

SANTA ANA BLVD

SYCAMORE ST

! ! ! ! !

172

15TH ST

17TH ST

WASH INGTON AV ! ! !

14TH ST

NO RT

N JO

R IL QU

BENTON WY

D LV

PA RK

RIVERSIDE DR

BROADWAY

18TH ST

BUFFALO AV

! ! ! ! !

MAINPLACE DR

I-5

20TH ST

Santiago Park

18TH

MAIN ST

SANTA CLARA AV

! ! !

NI E

VICTO RIA DR

BO N

! !

JEFFERSON PL

TO N WY !

BE N

A BR

8TH ST

9TH ST

11TH ST

12TH ST

! !

MAIN ST

OCSA

4TH ST

5TH ST

CE CI VI C

10TH ST

El Sol Academy HALESW ORTH ST

BROADWAY

SANTA ANA BLVD

DR ER NT

OCEAA

BIRCH ST

RIVERINE AV

16TH ST

DURANT ST

SYCAMORE ST

15TH ST

17TH ST

WASH INGTON AV ! ! !

14TH ST

NO RT

U NQ

BENTON WY

D LV

Install separated bikeways

PA RK

RIVERSIDE DR

BROADWAY

19TH ST

Install high visibility crosswalks and transition striping

CHAPTER 5 // PRIORITY PROJECTS

18TH ST

BUFFALO AV

! ! ! !

MAINPLACE DR

I-5

O N/

20TH ST

Santiago Park

17TH ST

Park

Visually Non-Compliant

Visually Compliant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

2018 ATP Grant

250 Feet

500

Exsiting Bikeways

Class I: Multi-Use Path

No Ramp

Previous Plans !

Proposed Bikeways

Curb Ramp Status

Bus Stops

Legend

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

173

PROJECT 15

Recommended Facilities Class II Bicycle Lane Class IV Separated Bikeway

W MacArthur Boulevard Project Length: 3.58 miles

Cost Estimate:

$2,319,732

Existing Conditions West MacArthur Boulevard is an east-west corridor located in south Santa Ana. The surrounding land use is a mix of single family residential, other residential, parks, education, vacant, commercial, public and transportation facilities. Along the corridor there are several shopping plazas, Segerstrom High School, Greenville Fundamental School, and three parks: Griset Park, Bomo Karal Park, and Sandpointe Park. A total of 24 pedestrian collisions and 19 bicycle collisions were reported between 2013 and 2017, three of them are fatal. West MacArthur Boulevard is wide, with six to seven lanes and a posted speed limit of 40-45 mph. The corridor has sidewalks and lighting throughout. Street trees are adequate, but there is room to maximize tree canopy. There is only one bicycle lane from Santa Ana River Trial to Harbor Gateway. Several bus routes run from Harbor Boulevard to Main Street and through some intersections. There is no traffic calming measures along the corridor.

Opportunities and Constraints The corridor is classified as a major arterial under the MPAH. It has wide ROW, varying from 70 feet to 111 feet, which provides room for re-striping opportunities. However, the existing LTS is level four and the posted speed limit is also high, which may prevent some bicyclists from riding along this street. The public reflects that â&#x20AC;&#x2DC;It is unsafe to cross MacArthur on Flower Street.â&#x20AC;&#x2122; One physical constraint is that there are raised medians for a large majority of the boulevard. In addition, there are railroad tracks intersect the corridor.

At a Glance

Parks

Bus Stops

Major

Ped Collisions

174

Schools

Bike Collisions

MPAH

40-45mph Speed Limit

30,000 to 45,000 ADTs

Recommendations To increase the safety and comfort of all users of the corridor, the project proposes a lane diet that reduces travel lane width to accommodate Class IV separated bikeways throughout the entire corridor, although the width may vary due to ROW width changes. The installation of sidewalks and truncated domes is also recommended where missing.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Raised Median with trees Road lane diet Adequate street lighting

Sidewalk with Drought-tolerant street trees

W MacArthur Boulevard at Main Street

Separated and protected separated bikeway W MacArthur Boulevard at Susan Street

Potential Class IV separate bikeway along West MacArthur Boulevard

Heavy traffic on W MacArthur Boulevard

SANTA ANA ACTIVE TRANSPORTATION PLAN

175

! ! ! ! ! ! ! !

Figure 5-18: West Macarthur Boulevard Proposed Improvements

! ! ! ! ! !

Install wayfinding signage and transition striping

! ! ! ! !

Restripe to reduce travel lane width to accommodate separated bikeway in each direction

Install wayfinding signage and transition striping. Install curb extensions and high visibility crosswalks. Potential location for crosswalk art

Install transition striping

! ! ! ! ! !

M OORE AV

CRODDY WY

MOORE AV

! ! !

HARBOR BLVD

YALE ST

UP RR

! !!

MACARTHUR BLVD

ST SU SA N

! ! ! !

HYLAND AV

! ! ! !

CADILLAC AV

HARBOR GATEWAY

Calvary Chapel High

! ! !

Thorpe Fundamental !

Install transition striping and truncated domes

ALPINE ST

SU S

CURIE AV

E S CT

! ! !

Segerstrom High

! ! !

RAITT ST

GREENVILLE ST

! !

JUNIPER ST

ALLEY N/O JUNIPER S/O MACARTHUR

MACARTHUR BLVD

R DR

FAIRVIEW ST

176

Calvary Chapel High

AS P

M OORE AV !

CRODDY WY

CHAPTER 5 // PRIORITY PROJECTS

! !

SU SA N

! ! ! ! ! !

HARBOR GATEWAY

HYLAND AV

Calvary Chapel High

CADILLAC AV

HARBOR BLVD

Install transition striping, curb extensions and yellow high visibility crosswalks

YALE ST

UP RR

MACARTHUR BLVD

Install transition striping and truncated domes

MOORE AV

! ! ! !

Thorpe Fundamental

ALPINE ST

SU S

CURIE AV

E S CT

! ! !

Segerstrom High

! ! !

MissingSidewalk

Curb Ramp Status No Ramp

Visually Non-Compliant

Exsiting Bikeways

Class I: Multi-Use Path

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Class IIB: Buffered Bike Lanes Class III: Bike Route

Visually Compliant

Previous Plans

Greenville Fundamental Elementary

250 Feet

GE WY

Proposed Bikeways

AS P LA VIL

ORION AV

Griset Park

ALLEY N/O ORION S/O JUNIPER

Legend Bus Stops

RAITT ST

GREENVILLE ST

MARINE ST

Calvary Chapel High

JUNIPER ST

L AKE CEN T E R D R

ALLEY N/O JUNIPER S/O MACARTHUR

MACARTHUR BLVD

FAIRVIEW ST

Calvary Chapel High

500

Add bus shelter

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

177

BAKER ST

*****

MA CA

RTON ST

LAND PL

Sandpointe Park

MAIN ST

JUNI PER AV

BIRCH ST

MACARTHUR BLVD

FLOW ER ST

RAMONA DR

ALPINE AV

R CRES HU RT

RTHUR PL

BELL AV

Install transition striping

TIMBER ST

GARNSEY ST

CURIE AV

ROSS ST

LOWELL ST

TOWNER ST

Bomo Koral Park

ORION AV

VAN NES

OSEWOOD AV

ROSEWOOD AV

*****

SEA BREEZE

OCE A N CRE S T

IL LAGE WY NV PE AS

WESTWIND

Bomo

BRISTOL ST

MACARTHUR BLVD

Add truncated domes

178

CURIE AV

PLAZA DR

*****

BEAR ST

DEEREFIELD RD

TWILIGHT

Install bicycle lane per ROW change

PARK DR

Install transition striping and truncated domes

SHEFFIELD RD

MEADOWBROOK DR

SILVER SPUR

CRAWFORD GN

Restripe to reduce travel lane width to accommodate separated bikeway in each direction

Install curb extensions, transition striping, and highvisibility crosswalks. Potential location for crosswalk art

*****

Legend Curb Ramp Status

Previous Plans Add Bus shelter

Proposed Bikeways

No Ramp Visually Non-Compliant

Visually Compliant

PARK

MA CA MAIN ST

Sandpointe Park

MACARTHUR PL

PARTON ST

OLIVE ST

WOODLAND PL

JUNI PER AV

BIRCH ST

MACARTHUR BLVD

Exsiting Bikeways

Class I: Multi-Use Path

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Class IIB: Buffered Bike Lanes Class III: Bike Route

R CRES HU RT

S AV

Bomo Koral Park

FLOW ER ST

RAMONA DR

ALPINE AV

VAN NES

ROSEWOOD AV

BELL AV

ROSS ST

GARNSEY ST

TOWNER ST

CURIE AV

TIMBER ST

*****

MURPHY AV

Bus Stops

Bomo Koral Park

ORION AV

LOWELL ST

SEA BREEZE

OCE A N CRE S T

IL LAGE WY NV PE AS

WESTWIND

ORION AV

ROSEWOOD AV

BRISTOL ST

Install curb Install curb extensions, transition striping, extensions, transition MACARTHUR BLVD and high visibility crosswalks. Potential striping, and high location for crosswalk art visibility crosswalks. PLAZA DR

Install transition striping *****

CURIE AV

CHAPTER 5 // PRIORITY PROJECTS

BEAR ST

DEEREFIELD RD

TWILIGHT

BAKER

SHEFFIELD RD

SILVER SPUR

CRAWFORD GN

MEADOWBROOK DR

Install transition striping

SA N

250 Feet

OIN

500

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

179

PROJECT 16

Recommended Facilities Class II Bicycle Lane

W McFadden Avenue Project Length: 0.49 miles

Cost Estimate:

$145,197

Existing Conditions West McFadden Avenue is an east-west corridor that travels primarily though commercial and single-family residential land uses. This corridor experiences high traffic stress due in part to the prominent commercial center along McFadden Avenue, as well as the proximity to Russell Elementary School. The corridor experiences moderate use from all modes of travel. The corridor has a posted speed limit of 40 mph with a raised landscaped median terminating approaching the bridge crossing of the Santa Ana River. West McFadden Avenue has adequate street lighting.

Opportunities and Constraints Dedicated bike facilities are feasible due to the availability of the existing ROW. The ROW decreases along the Santa Ana River bridge, limiting the options of bike facilities. Due to the streetâ&#x20AC;&#x2122;s speed limit and high traffic volume, a dedicated bicycle lane is the only type of bike facility that can be implemented. The corridor provides access to the Santa Ana River trail, creating an ideal pedestrian and bicycle connection.

Recommendations

At a Glance

Schools

Parks

Bus Stops

40 mph

Secondary

20,000 to 30,000

Ped Collisions

180

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for West McFadden Avenue include the installation of Class II bicycle lane. The project proposes green bicycle lane striping and transition striping along the entire corridor. The project also proposes a lane diet decreasing from four lanes to two east of the Jackson Street intersection. Pedestrian improvements include enhanced crosswalks at both pedestrian crossings along McFadden Avenue.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Reduced median

Adequate street lighting Sidewalk with parkway

Existing bus stop

Class II bicycle lane Droughttolerant trees to shade sidewalk

Pavement markings Trees along W McFadden Avenue

Potential Class II bicycle lanes along West McFadden Avenue

Bridge over the Santa Ana River channel

SANTA ANA ACTIVE TRANSPORTATION PLAN

181

Figure 5-19: West McFadden Avenue Proposed Improvements

Install yellow high visibility crosswalks and all missing truncated domes Restripe road and install bicycle lanes

Transition to 2 lanes from 1 lane Transition to 1 lane from 2 lanes

A DR

K DR

MOHAW

YU MA C

N A K OM

EE DR

O DR AR APA H

MARK ST

C TE

AZ G

SU SAN ST

LAUREL ST

JACKSON ST

RI AP

A N D ST

GUNTHER ST

BEWLEY ST

FIGUEROA ST

IS W

FLIGHT AV

DENNIS ST

MA R K

SISSO N

FLIGHT AV

ROBERTS DR

SUSAN ST

McFadden Triangle Park

RAYMAR ST

R ST

SPAR ST

WISTERIA PL

CORWIN CT

MCFADDEN AV

JAMES AV

LAUREL CT

JACKSON ST

Russell Elementary

HARBOR BLVD

*****

SHANNON ST

RAYMA

CHARLAINE AV

***** DENNIS ST

*****

Median reduced

SH AWN

Install high visibility crosswalks and transition striping

BROOK ST

Install transition striping Restripe road and install bicycle lanes

182

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

183

PROJECT 17

Recommended Facilities Class III Bicycle Route

N King Street

Project Length: 0.67 miles

Cost Estimate:

$110,783

Existing Conditions The land use adjacent to this corridor is primarily residential land use. Commercial land uses are located at the intersection of North King Street and Westminster Avenue. There are no collisions reported on King Street. North King Street is a local street with a posted speed limit of 25 MPH. The street contains one travel lane in each direction and on-street parking. Speed bumps are also found on this corridor as a traffic calming measure. There are no bicycling facilities, but the sidewalk network is complete. Most of the corridor contains a parkway, but lacks a consistent tree canopy. Street lighting is found at every intersection.

Opportunities and Constraints The existing ROW along North King Street is relatively consistent, providing little to no obstacles for the necessary design improvements needed for the proposed Class II bicycle route.

Recommendations At a Glance

Schools

Parks

Bus Stops

25 mph

N/A

Under 10,000

Ped Collisions

184

The project proposes the installation of a Class III bicycle route that will provide connections to the Westminster Avenue separated bikeways and the North Fairview Avenue multi-use path. Bicycle route signage and sharrow pavement markings are recommended. Additional improvements include high-visibility crosswalks at the intersection of West 17th Street and wayfinding signage to other nearby bikeways.

Bike Collisions

MPAH

Speed Limit

ADTs

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Green-back sharrow markings

Drought-tolerant trees to shade sidewalk

Adequate street lighting

North King Street at West Washington Avenue

Signage and wayfinding

Missing truncated dome

Sidewalk with parkway

Potential Class III bicycle route along King Street

Diverter near N Fairview Street

SANTA ANA ACTIVE TRANSPORTATION PLAN

185

Figure 5-20: North King Street Proposed Improvements

Install wayfinding signage Install a path connection from the intersection of 10th Street and King Street to Fairview Street.

Install curb ramps with truncated domes

186

Install sharrows pavement markings along the corridor

Install wayfinding signage and sharrows through intersection

Install high visibility crosswalks and wayfinding signage

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

187

PROJECT 18

Recommended Facilities Class II Bicycle Lane Class III Bicycle Route

N Flower Street

Project Length: 1.49 miles

Cost Estimate:

$868,769

Existing Conditions Flower Street is a north-south corridor located in northern Santa Ana. The surrounding land use are a combination of single family residential, parks/open space, other residential, public and transportation facilities, and commercial. There were two pedestrian collision and nine bicycle collisions reported between 2013 and 2017. Flower Street has a posted speed limit of 25-35 mph, and the number of travel lanes vary between two to five lanes. Under the MPAH, this street is classified as a major arterial from West Memory Lane to West 17th Street and as a secondary arterial from West 17th Street to Civic Center Drive West and the existing LTS level is varies from 1 to 3. The corridor has sidewalks throughout, but the has no bicycle facilities or traffic calming measures and the tree canopy is not consistent. Bus routes only serve the corridor between West 17th Street and Civic Center Drive West.

Opportunities and Constraints The corridor lacks neighborhood activity centers on the northern segment of the corridor due to the large concentration of single family residential. The southern segment of the corridor is more diverse in neighborhood activity centers such as Wellington Square, dental offices, law offices, and commercial offices. The southern segment of the corridor is shaded from the sun and the entire corridor is lit during the night. The existing ROW varies between 56 feet and 62 feet. There are several raised medians throughout the corridor, which provides potential higher costs and flexibility issues. Many commercial and residential driveways enter onto Flower Street.

At a Glance

Parks

Bus Stops

Secondary/ Collector

Ped Collisions

188

Schools

Bike Collisions

MPAH

35 mph Speed Limit

8,200 to 17,600 ADTs

Recommendations The Flower Street proposed improvements are designed to increase the safety and comfort of all users of the corridor. The project proposes restriping to decrease the width of travel lanes and facilitate the addition of Class II bicycle lane and a Class III bicycle route in each direction. Sharrows are recommended in the Class III bicycle route segment. Pavement markings and transition striping are recommended in locations where conflicts may occur. Pedestrian improvements include installation of missing truncated domes, and high visibility crosswalks. The project proposes an intersection reconfiguration on North Flower Street and North Park Boulevard.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Striped buffer Drought-tolerant trees to shade sidewalk

Dedicated bicycle lane Road lane diet

Adequate street lighting

Varying ROW along North Flower Street

Sidewalk with parkway

Excess ROW on North Flower Street

Potential Class II buffered bicycle lanes along Flower Street SANTA ANA ACTIVE TRANSPORTATION PLAN

189

Figure 5-21: North Flower Street Proposed Improvements

Install truncated domes and curb extensions

Install sharrows in through lanes

Install curb ramps, high visibility crosswalks, and wayfinding

Install curb ramps and high visibility crosswalk

Install curb ramps, high visibility crosswalks, and wayfinding

Install sharrows

KB LV D

HELIOTROPE DR !

! !

R ED

NO RT

SID

ACACIA PL

GREENLEAF ST

PA R

PARK LN

RIV

JONQUIL RD

BONNIE BRAE

19TH ST

! ! ! ! ! ! !

OLIVE ST

F R E E MA N S T

20TH ST

21ST ST

BUFFALO AV

OLI VE LN

SANTA CLARA AV

S HARO N RD

F L O WE R S T

LOW ELL LN

PARK LN

MEMORY LN

DR IERA

RIVER L

LOWELL LN

R IV

OLIVE LN

Sarah May Downie Herb Garden

Fisher Park

PARTON ST !

HELIOTROPE DR

Willard Intermediate Park

LIME ST

Willardreconfiguration Intermediate needed Intersection

! ! ! !

USC College Prep

10TH ST

15TH ST

190

17TH ST

19TH ST

WASHING TON AV ! ! !

FLOWER ST

OLIVE ST

CIVI C CENTER DR

GARNSEY ST

Santa

KB LV D

CHAPTER 5 // PRIORITY PROJECTS

HELIOTROPE DR !

! !

R ED

NO RT

SID

ACACIA PL

PA R

PARK LN

RIV

JONQUIL R

GREENLEAF ST

19TH ST

! ! ! !

21ST ST

! ! ! !

F R E E MA N S T

LOW ELL LN

20TH ST

! !

Install high visibility crosswalks, transitionOLIVE ST striping, and wayfinding

BUFFALO AV

S HARO N RD

RIVER L

PARK LN

SANTA CLARA AV

Install high OLIvisibility VE LN crosswalks, transition striping, and wayfinding DR IERA

Install sharrows LOWELL LN

F L O WE R S T

R IV

MEMORY LN

OLIVE LN

Sarah May Downie Herb Garden

Fisher Park

LIME ST

! !!

PARTON ST !

HELIOTROPE DR

Willard Intermediate Park

Willard Intermediate

! ! !

GARNSEY ST

CIVI C CENTER DR

WASHING TON AV ! ! !

10TH ST

OLIVE ST

Santa Ana Stadium

LOWELL ST COACH DICK HILL WY

USC College Prep / Scholarship Prep Charter

Curb Ramp Status

Previous Plans

Exsiting Bikeways

diet needed to accommodate in eachBikeways direction. Bus Stops bike lanes Proposed

Road Legend

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Visually Compliant

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

MissingSidewalk

Class IV: Separated Bikeway

! ! ! ! ! ! ! !

Class V: Bike Blvd

Visually Non-Compliant

500

No Ramp

Class I: Multi-Use Path

Install high visibility 0 250 crosswalks, transition Feet striping, and wayfinding

18TH ST

20TH ST

21ST ST

15TH ST

19TH ST

17TH ST

FLOWER ST

SANTA ANA ACTIVE TRANSPORTATION PLAN

191

PROJECT 19

Recommended Facilities Class IV Separated Bikeway

E McFadden Avenue Project Length: 0.87 miles

Cost Estimate:

$1,758,061

Existing Conditions East McFadden Avenue is an east-west corridor with adjacent industrial, public, and commercial land uses. This corridor is a primary east-west thoroughfare that experiences high use from all modes of travel. This corridor connects residential areas to public facilities such as Orange County services buildings, Kennedy Elementary School, and other nearby commercial centers. The corridor has minimal street tree cover due to limited parkways and a lack of planter center median. The posted speed limit is 35 mph and contains street lighting at regular intervals throughout the corridor.

Opportunities and Constraints Dedicated bicycle facilities are feasible due to the availability of existing ROW along this corridor if a road diet is approved. East McFadden Avenue west of Standard Avenue has already been designed to reduce the number of travel lanes to accommodate a separated bikeway. The streetâ&#x20AC;&#x2122;s posted speed, high traffic volumes, as well as the effort to maintain continuity from previously proposed projects contribute to the need for dedicated bicycle facilities.

At a Glance

Schools

Parks

Bus Stops

35 mph

Secondary/ Collector

20,000 to 30,000

Ped Collisions

192

Recommendations

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for East McFadden Avenue include a road diet that will provide the ROW for a Class IV separated bikeway and a parking lane on the south side of the street. The road diet would include the removal of two travel lanes but allow the addition of on-street parking that will serve as a buffer for the separated bikeway. The project proposes a protected bike intersection at the intersection of East McFadden Avenue and South Grand Avenue. Additional improvements include pavement markings and green transition striping. Pedestrian improvements include installation of missing truncated domes at curb ramps and high visibility crosswalks at major intersections as well as additional street trees at existing parkways.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Physical buffer

Stripped buffer

Drought-tolerant trees to shade sidewalk Parking lane

Center turn lane

Adequate street lighting

Typical street characteristics

Bicycle lane

Separated bikeway

School speed signage for Kennedy ES

Potential Class IV separated bikeway and Class IIB buffered bicycle lanes along East McFadden Ave

East McFadden at Hathaway Street

SANTA ANA ACTIVE TRANSPORTATION PLAN

193

Figure 5-22: East McFadden Avenue Proposed Improvements

Install high visibility crosswalks, transition striping, and wayfinding signage. Proposed Class IV separated bikeway, with road diet (removal of two travel lanes) and inclusion of parking lane on south side (serving as bikeway buffer)

Implement protected bike intersection with bulbouts. Install high visibility crosswalks, transition striping, and wayfinding signage Install high visibility crosswalks, transition striping, and wayfinding signage

Sidewalk maintenance at railway crossing. Install curb ramps

HATHAWAY ST

LYON

RITCHEY ST

GRAND AV

UP RR

STANDARD AV

MCFADDEN AV

CT A

WRIGH T ST

MINNIE ST

Kennedy Elementary

OXFORD ST

LIN W OO D

McFadden/Standard Field

MA N T L E L N

NORMANDY PL

WILSHIRE AV WILSHIRE AV

Install signage to reduce cross-traffic conflicts with transit users and bicyclists

194

New parking lane on south side can be utilized for boarding islands for eastbound buses

Install high visibility crosswalks, transition striping, and wayfinding signage. Install signage to reduce cross-traffic conflicts with transit users and bicyclists

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

195

PROJECT 20

Recommended Facilities Class IV Separated Bikeway

E 17th Street

Project Length: 4.32 miles

Cost Estimate:

$3,089,299

Existing Conditions Seventeenth Street is a major east-west corridor located in northern Santa Ana. The surrounding land uses are a combination of single family and multi-family residential, commercial and services, education, vacant, and industrial. Between 2013 and 2017 there were 29 pedestrian collisions with two fatal, and 29 bicycle collisions and one fatality. This street is classified as a major arterial under the MPAH and has a posted speed limit of 35-40 mph. The number of travel lanes vary between six to seven lanes, resulting in the existing LTS level of 4. The corridor has existing sidewalks but lacks bicycle facilities and no traffic calming measures. Tree canopy is inconsistent and street lighting is inadequate.

Opportunities and Constraints The corridor has many neighborhood activity centers such as Santa Ana College, religious institutions, commercial centers, health services, recreational facilities, and dining. The existing ROW varies between 80 feet and 104 feet, which provides flexibility in the addition of bicycle facilities. There are several raised medians throughout the corridor that presents potential higher costs and flexibility issues.

At a Glance

Recommendations

Schools

Parks

Bus Stops

40 mph

Major

23,000 to 43,000

Ped Collisions

196

Bike Collisions

MPAH

Speed Limit

ADTs

The 17th Street proposed improvements are designed to increase the safety and comfort of all users of the corridor. The project proposes a road diet to accommodate the addition of Class IV separated bikeways in each direction. Pavement markings and transition striping are recommended in locations where conflicts may occur. Pedestrian improvements include bus shelter additions, installing missing truncated domes, and high visibility crosswalks, especially around schools.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center turn lane Physical buffer

Droughttolerant trees to shade sidewalk

Adequate street lighting

Continuous sidewalk

Unmarked crosswalk at Alona Street

Separated bikeway

Driveways along 17th Street

Potential Class IV separated bikeways along 17th Street

Bridge over the Santa Ana River channel

SANTA ANA ACTIVE TRANSPORTATION PLAN

197

Figure 5-23: East 17th Street Proposed Improvements

Install green transition lanes

Road diet to accommodate separated bikeways (from 6 lanes to 4 lanes) Install green transition lanes

*****

PARK GLEN CI R

Santa Ana College 16TH ST

KI N

DAISY AV

HURON DR

17TH ST

16TH ST

15TH ST

Santa Ana College

Install bus shelters

Santa

FLOWER ST

OLIVE ST

TOW NER ST

N ST

**** *

19TH ST

Install green transition lanes and enhanced crosswalks

17TH ST

OD AV

Santa Ana College

BRISTOL ST

18TH ST

WESTWOOD AV

Mendez Fundamental Intermediate

BAKER ST

Mendez Fundamental Intermediate

198

18TH ST

17th Street Triangle

COLLEGE AV

*****

19TH ST

ARTESIA ST

*****

19TH ST ALONA ST

Edna Park

ENGLISH ST

MONTE CARLO

FAIRVIEW ST

SYDNEY ST MAR LES DR

NAN CY L N

BROCK LN

*****

Riverview Park

BLUEBERRY LN PARK GLEN CIR

Samueli Academy

STRAWBERRY LN

USC College Prep

*****

FAIRVIEW ST

17TH ST

Install green transition lanes with turn queue boxes (separated bikeways intersect) 16TH ST

KI N

15TH ST

Middle College High

TOW NER ST

FLOWER ST

BAKER ST

16TH ST

FREEM AN ST

LOUISE ST

V COLLEG E A

Santa Ana College

19TH ST

17TH ST

ROSEWOOD AV

**** *

WESTWOOD AV

Mendez Fundamental Intermediate

BRISTOL ST

Santa Ana College

Install bus shelter

15TH ST

18TH ST

Santa Ana College

OLIVE ST

Install green transition 16TH ST lanes with turn queue boxes (separated bikeways intersect)

Mendez Fundamental Intermediate

DAISY AV

HURON DR

MAR LES DR

18TH ST

17th Street Triangle

COLLEGE AV

*****

PARK GLEN CI R

19TH ST

CHAPTER 5 // PRIORITY PROJECTS

ARTESIA ST

*****

19TH ST ALONA ST

Edna Park

ENGLISH ST

MONTE CARLO

PARK GLEN CIR

SYDNEY ST

NAN CY L N

BROCK LN

*****

Riverview Park

BLUEBERRY LN

Academy

USC College Prep / Scholarship Prep Charter

Legend Bus Stops MissingSidewalk

Proposed Bikeways Class I: Multi-Use Path Class bus II: Bike Lanes Install shelter Class IIB: Buffered Bike Lanes

Class III: Bike Route

Previous Plans

Exsiting Bikeways

2018 ATP Grant

Class I: Multi-Use Path

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Install bus 250 500 shelters Feet

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

199

Install green transition lanes LYON ST

FRENC H ST

SPURGEON ST

BUSH ST

MAIN ST

POINSETTIA ST

VALENCIA ST

ROSS ST

GREENLEAF ST

JEFFERSON PL

BROADWAY

I- 5 N

ON RA

MABURY ST

CONCORD ST

WRIGH T ST

AV LINWOOD AV

MCCLA Y ST

SYCAM ORE ST

DURANT ST

GRAND AV

ROSS ST

17TH ST Y

Sierra Preparatory Academy S

LINCOLN AV OCTA METROLINK RR

VAN NESS AV

19TH ST

19TH ST N PE

T ST

I-5

16TH ST

Y W Y FR W A FR P AN A M A AN NT A SA A NT S

18TH ST RA

OA K

17TH ST N

18TH ST O

PARTON ST

HELIOTROPE DR

Install bus shelter

I-5

16TH ST I-5

FLOWER ST

R OP E

MP I-5 N ON RA

200 HELIOT

SANTIAGO ST

Install green transition lanes Install bus shelter Install green transition lanes 20TH ST

M P

I-5 S ON RAMP

18TH ST

POINSETTIA ST

SPURGEON ST

FRENC H ST

BUSH ST

MAIN ST

LYON ST WRIGH T ST

MCCLA Y ST

GRAND AV

LINWOOD AV

BROADWAY

DURANT ST

SYCAM ORE ST

18TH ST

CONCORD ST

17TH ST

*****

UP RR

EASTSIDE AV

1 6TH S T

MABURY ST

JEFFERSON PL

ROSS ST

LINCOLN AV OCTA METROLINK RR

VAN NESS AV

FAIRMONT ST

PARTON ST

M P

SANTIAGO ST

FR W

DORMAN ST

Sierra Preparatory Academy EE

I-5 S ON RAMP

T PL

I-5 SO N

MON

TA A

OA K

16TH ST

MP I-5 N ON RA

SA N

I- 5

I-5

Install green transition lanes

N PE

Install green transition lanes

17TH ST

19TH ST

I-5

Y W Y FR W A FR P AN A M A AN RA NT A SA A NT S

18TH ST

16TH ST

ROSS ST

18TH ST

R OP E

Install bus shelters

GREENLEAF ST

CHAPTER 5 // PRIORITY PROJECTS I-5

HELIOT

FLOWER ST

VALENCIA

HELIOTROPE DR

19TH ST

15TH ST

Legend Bus Stops MissingSidewalk

Proposed Bikeways Class I: Multi-Use Path Class green II: Bike Lanes Install Class IIB: Buffered transition lanes Bike Lanes

Class III: Bike Route

Previous Plans

Exsiting Bikeways

2018 ATP Grant

Class I: Multi-Use Path

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

250 Feet

500

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

201

*****

CABRILLO PARK DR

16TH ST TUSTIN AV

15TH ST

LYON ST

OLD TUSTIN AV

MILLWOOD ST

SHERRY LN

18TH ST

WILLIAMS ST

DEODAR ST

PONDEROSA ST

MABURY ST

19TH ST 20TH ST

M S R- 5 5 ON R A

202 *****

18TH ST

16 TH S T

19TH ST

TI N

CONCORD ST

WRIGHT ST

19TH ST

TUS

EASTSIDE AV

Install green transition lanes

Install bus shelter

MEDFORD AV

17TH ST

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

203

PROJECT 21

Recommended Facilities Class II Bicycle Lane Class III Bicycle Route

W Walnut Street

Project Length: 2.77 miles

Cost Estimate:

$633,720

Existing Conditions This project includes most of West Walnut Street, part of Myrtle Street, Parton Street, Camile Street, and Ross Street in central Santa Ana. The surrounding land uses are primarily single family residential and other residential, with four schools, Santa Ana High School, Martin R Henringer Elementary, together with two academies, one park, one religious institution, mixed use, and some other uses. A total of 13 pedestrian collisions and 9 bicycle collisions were reported between 2013 and 2017, none of them were fatal. The corridor is relatively small and quiet, with two to three lanes and a posted speed limit of 25 mph, qualified for LTS level 1. The corridor has sidewalks throughout, except for some segments. Truncated domes are missing on some curb ramps. There are three curb extensions with stripped crosswalks, and striped crosswalk with an RRFN at Main Street. Street trees are adequate, but there is room to maximize tree canopy. Street lighting is limited or non-existent east of Myrtle Street. Bus routes are accessible only at certain intersections.

Opportunities and Constraints At a Glance

Parks

Bus Stops

N/A MPAH

Ped Collisions

204

Schools

Bike Collisions

25 mph Speed Limit

Under 10,000 ADTs

The corridor has plenty of neighborhood activity centers. There is no raised median, which provides opportunity for re-striping throughout corridor. Bike facility improvements have been made on few intersecting streets, including roundabouts, curb extensions, truncated dome ramps, and sharrows, which further connect bike facilities together. The major constraint for this corridor is its limited ROW width. Also, there is currently no safe crosswalk at Bistrol Street which is a major roadway, and east of Bristol Street is a protective barrier for the cul-de-sac.

Recommendations The Walnut Street proposed improvements are designed to increase the safety and comfort of all users of the corridor. The project proposes the installation of sharrows and bicycle lanes in some segments between 1st Street and Bristol Street as well as Ross Street to Maple Street, where ROW allows. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installation of missing sidewalks, missing truncated domes, and high visibility crosswalks, especially around schools.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Green-back sharrow markings

Drought-tolerant trees to shade sidewalk

Adequate street lighting

Sidewalk with parkway

Walnut Street at Baker Avenue

Signage and wayfinding

W Myrtle Street at S Parton Street

Potential Class IIIB bicycle boulevard along most parts of Walnut Street Corridor

Ross Street at W Pine Street

SANTA ANA ACTIVE TRANSPORTATION PLAN

205

Figure 5-24: West Walnut Street Proposed Improvements

Install curb ramps with truncated domes where missing and transition striping

Restripe and install bicycle lanes between parallel parking and travel lanes

Existing traffic circle.

Install sharrows

1ST ST

PACIFIC AV

WALNUT ST

HESPERIAN ST

POPLAR ST

PINE ST

ALLEY N/O PINE S/O WALNUT

OLIVE ST

WESTERN AV

ALLEY N/O PINE S/O WALNUT

SPRUCE ST

RAITT ST

FRANKLIN ST

DAISY AV

ALLEY N/O WALNUT S/O 1ST

1ST ST

ALLEY N/O PINE S/O WALNUT

FLOWER ST

BOOTH ST

WALNUT ST

SHELTON ST

206

BAKER ST

BRISTOL ST

ALLEY N/O WALNUT S/O 1ST

Santa Ana

1ST ST

CHAPTER 5 // PRIORITY PROJECTS

PACIFIC AV

WALNUT ST

OLIVE ST

Install sharrows

POPLAR ST

WESTERN AV

PINE ST

Install yellow high ALLEY N/O PINE S/O WALNUT visibility crosswalks HESPERIAN ST

No through traffic; Additional traffic study needed for bicycle/pedestrian ALLEY crossing N/O PINE S/O WALNUT facilities such as PHB or RRFB. Install wayfinding and signage

SPRUCE ST

RAITT ST

FRANKLIN ST

DAISY AV

ALLEY N/O WALNUT S/O 1ST

1ST ST

FLOWER ST

BOOTH ST

WALNUT ST

SHELTON ST

BAKER ST

BRISTOL ST

ALLEY N/O WALNUT S/O 1ST

ALLEY N/O PINE S/O WALNUT

Santa Ana High

PINE ST

Legend Bus Stops

Curb Ramp Status

Proposed Bikeways

No Ramp Visually Non-Compliant

Visually Compliant

Previous Plans

Exsiting Bikeways

Class I: Multi-Use Path

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Class IIB: Buffered Bike Lanes Class III: Bike Route

Install curb ramps with truncated domes where missing

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

207

Install curb ramps with truncated domes where missing

Install sharrows

CHESTNUT AV

BROADWAY

ALLEY E/O BIRCH W/O BROADWAY

BIRCH ST

ALLEY E/O ROSS W/O BIRCH

ROSS ST

CAMILE ST

ROSS ST

PARTON ST

CAMILE ST

Santa Ana High PARTON ST

FLOWER ST

MYRTLE ST

GARNSEY ST

CHESTNUT AV

Install yellow high visibility crosswalks

Neal Machander Tennis Center

Heninger Elementary

WALNUT ST

PINE ST

BROADWAY

BIRCH W/O BROADWAY

BIRCH ST

E/O ROSS W/O BIRCH

Santa Ana High

ROSS ST

FLO WER ST

208

TON W/O FLOWER

ALLEY N/O PINE S/O WALNUT

CHESTNUT AV

Neal Machander Tennis Center

CAMILE ST

Neal Machander Tennis Center

BROADWAY

ALLEY E/O BIRCH W/O BROADWAY

ROSS ST

Restripe road and install bicycle lanes

PARTON ST

CAMILE ST

BIRCH ST

PARTON ST

ROSS ST

Santa Ana High

GARNSEY ST

FLOWER ST

MYRTLE ST

ALLEY E/O ROSS W/O BIRCH

CHAPTER 5 // PRIORITY PROJECTS

Heninger Elementary WALNUT ST

Curb Ramp Status No Ramp Visually Non-Compliant

Visually Compliant

Previous Plans

Install high visibility crosswalks Exsiting andBikeways transition striping

Class I: Multi-Use Path

2018 ATP Grant

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Class IIB: Buffered Bike Lanes Class III: Bike Route

BROADWAY

BIRCH ST

ALLEY E/O BIRCH W/O BROADWAY

GARNSEY ST

Proposed Bikeways

PINE ST

CHESTNUT AV

Legend Bus Stops

ROSS ST

Santa Ana High

ALLEY E/O ROSS W/O BIRCH

FLO WER ST

ALLEY E/O SHELTON W/O FLOWER

ALLEY N/O PINE S/O WALNUT

Class I: Multi-Use Path

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

209

Install yellow high visibility crosswalks where missing

Install truncated domes where missing. Install transition striping

Install yellow high visibility crosswalks

Edward B. Cole Academy

ALLEY N/O WALNUT S/O 1ST

OAK ST

MAPLE ST

ALLEY E/O ORANGE W/O MAPLE

ORANGE AV

ALLEY E/O CYPRESS W/O ORANGE

CYPRESS AV

Advanced Learning Academy

ALLEY N/O PINE S/O WALNUT

Install truncated domes 1ST ST

MINNIE ST

STANDARD AV

CEDAR ST

HALLADAY ST

OAK ST

MAPLE ST

R I NK R R OL R UP R

ALLEY N/O PINE S/O WALNUT

ME T

WALNUT ST

HICKORY ST

ALLEY N/O WALNUT S/O 1ST

Edward B. Cole Academy

OCTA

Y E/O ORANGE W/O MAPLE

ALLEY E/O MAIN W/O CYPRESS

PINE ST

Advanced Learning Academy

210

MAIN ST

SYCAM ORE ST

BROADWAY

BIRCH ST

WALNUT ST

LACY ST

ROSS ST

Santa Ana High

ALLEY E/O ROSS W/O BIRCH

Heninger Elementary

ALLEY E/O BIRCH W/O BROADWAY

1ST ST

BUSH ST

Install sharrows

LACY ST

PINE ST

Advanced CHAPTER 5 // PRIORITY PROJECTS Learning Academy Edward B. Cole Academy

ALLEY N/O WALNUT S/O 1ST

OAK ST

MAPLE ST

ALLEY E/O ORANGE W/O MAPLE

ORANGE AV

ALLEY E/O CYPRESS W/O ORANGE

BUSH

CYPRESS AV

Install all missing truncated domes

Advanced Learning Academy

ALLEY N/O PINE S/O WALNUT Install wayfinding signage ALLEY N/O PINE S/O WALNUT

1ST ST

MINNIE ST

STANDARD AV

CEDAR ST

HALLADAY ST

HICKORY ST

OAK ST

MAPLE ST

R I NK R R OL R UP R

ALLEY N/O PINE S/O WALNUT

ME T

WALNUT ST

OCTA

ALLEY N/O WALNUT S/O 1ST

Edward B. Cole Academy

ALLEY E/O ORANGE W/O MAPLE

ALLEY E/O MAIN W/O CYPRESS

WALNUT ST

MAIN ST

BROADWAY

BIRCH ST

ALLEY E/O BIRCH W/O BROADWAY

ROSS ST

Santa Ana High

ALLEY E/O ROSS W/O BIRCH

Heninger Elementary

SYCAM ORE ST

1ST ST

PINE ST

Legend Bus Stops

Proposed Bikeways

MissingSidewalk

Curb Ramp Status No Ramp

Visually Non-Compliant

Exsiting Bikeways

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Class IIB: Buffered Bike Lanes Class III: Bike Route

Visually Compliant

Previous Plans

Class I: Multi-Use Path

Install curb ramps with truncated domes where missing

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

211

PROJECT 22

Recommended Facilities Class III Bicycle Route

N Lincoln Avenue Project Length: 1.52 miles

Cost Estimate:

$475,281

Existing Conditions North Lincoln Avenue is a north-south corridor that travels primarily though single-family residential land use transitioning to commercial land uses at the intersection of East 17th Street as well as some industrial uses south of East Washington Avenue. The corridor experiences moderate use from all modes of travel connecting residential to some commercial uses at the intersection of East 17th Street. The corridor also connects the residential neighborhood over Interstate 5 and to Downtown Santa Ana as well as the Santa Ana Regional Transportation Center. The corridor has a posted speed limit of 35 mph along its entirety, with adequate street lighting and street tree coverage north of East 17th Street.

Opportunities and Constraints Dedicated bicycle facilities are not feasible along this corridor due to North Lincoln Avenueâ&#x20AC;&#x2122;s limited ROW. The streets posted speed, high traffic volume, and proximity to a large residential area create challenges for bicycle infrastructure. Proximity to the Santiago Creek Trail create an opportunity to connect to an existing recreational facility.

At a Glance

Recommendations

Schools

Parks

Bus Stops

35 mph

N/A

Under 10,000

Ped Collisions

212

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for North Lincoln Avenue intend to implement a Class III bicycle route from the end of North Lincoln Avenue to East 17th Street transitioning to a Class II bicycle lane from East 17th Street to East Washington Avenue. The project proposes green-back sharrows along the entire corridor. Bicycle lanes are recommended at the intersection of 17th Street along with green transition striping through this intersection. The project also proposes a bicycle-pedestrian bridge over the Santiago Creek to connect to the existing Santiago Creek Trail on the other side of creek. Pedestrian improvements include striping enhanced crosswalks and closing the sidewalk gap south of East Washington Avenue. Improvements to the exiting tree canopy and street lighting are also recommended.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Adequate street lighting

Drought-tolerant trees to shade sidewalk

Pedestrian crossing at 17th Street

Green-back sharrow markings

Signage and wayfinding Section parallel to railroad tracks

Sidewalk with parkway

Potential Class III Bicycle Boulevard along Lincoln Avenue

Rail crossing at E Santa Clara Avenue

SANTA ANA ACTIVE TRANSPORTATION PLAN

213

Figure 5-25: N Lincoln Avenue Proposed Improvements

Install wayfinding signage and green sharrows pavement markings

HATHAWAY ST

AVALON AV

SANTA CLARA AV

CATALINA AV

AVALON AV

ASPEN ST AL N RT H

FRUIT ST

! ! !

EASTWOOD AV

A TA

LOGAN ST

FORD ST

! ! !

AN ST

17TH ST

18TH ST

H ST

T ST

LINA AV

VD BL

LON AV

UP RR

214

OCTA METROLINK RR

WASHINGTON AV

L INCOLN AV

N SA

FULLER ST

J "

HATHAWAY ST

Coordinate with OCTA to allow bicycle and pedestrian access

14TH ST

OAKMONT AV

15TH ST

IL R

V NA

FAIRMONT AV

BUFFALO AV

LARCHMONT AV

ASPEN ST

JOANA DR

CHERRY ST

LINCOLN AV

HATHAWAY ST

EASTWOOD AV

SANTA CLARA AV

N JO

E EN S

PARK LN

FAIRMONT AV

GROVEMONT ST

M CL E

VIRGINIA AV

LARCHMONT AV

PARK LN

OCTA METROLINK RR

EASTWOOD AV

BEECHWOOD ST

CHERRY ST

EASTWOOD AV

JOANA DR

PARK LN

EASTWOOD AV

BRYNWOOD ST

Santiago Park

HATHAWAY ST HATHAWAY ST

FAIRHAVEN AV

H ATHAWAY ST

BUFFALO AV

Bicycle and pedestrian bridge over Santiago Creek to connect the Santiago Creek Bike Path

AVALON AV

BUFFALO AV

QU IL R

CATALINA AV

AL N RT H

FRUIT ST

HATHAWAY ST

15TH ST

OAKMONT AV

14TH ST

V NA

Install curb FAIRMONT AV ramps

AVALON AV

ASPEN ST

SANTA CLARA AV

Install curb ramps and wayfinding signage BUFFALO AV

CHERRY ST

JOANA DR

LARCHMONT AV

SANTA CLARA AV

PARK LN

N JO

E EN S

GROVEMONT ST

M CL E

FAIRMONT AV

LINCOLN AV

Install high visibility crosswalks and wayfinding signage

VIRGINIA AV

LARCHMONT AV

Install wayfinding signage and green sharrows Santiago Park

PARK LN

OCTA METROLINK RR

HATHAWAY ST

CHAPTER 5 // PRIORITY PROJECTS

EASTWOOD AV

ASPEN ST

BRYNWOOD ST

EASTWOOD AV

BEECHWOOD ST

CHERRY ST

EASTWOOD AV

JOANA DR

EASTWOOD AV

PARK LN

HATHAWAY ST

FAIRHAVEN AV

AWAY ST

! ! !

EASTWOOD AV

N SA

FULLER ST

A TA

! !

I AG NT SA

FAIRMONT ST

STAFFORD ST

Chepa's Park

CUSTER ST

J "

! ! ! !

LOGAN ST

DORMAN ST

17TH ST

18TH ST

19TH ST

20TH ST

21ST ST

CATALINA AV

VD BL

AVALON AV

UP RR

OCTA METROLINK RR

WASHINGTON AV

L INCOLN AV

Class IV: Separated Bikeway

MissingSidewalk

Class IV: Separated Bikeway !

Class V: Bike Blvd

Downtown Santa Ana (DTSA)

Class III: Bike Route

Visually Compliant

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

500

Central Santa Ana (CSACS)

Class IIB: Buffered Bike Lanes

Visually Non-Compliant

250

InstallFeet sidewalk

Class II: Bike Lanes

No Ramp

Class I: Multi-Use Path

Exsiting Bikeways

2018 ATP Grant

Previous Plans

Class I: Multi-Use Path

Proposed Bikeways

Curb Ramp Status

Bus Stops

Legend

SANTA ANA ACTIVE TRANSPORTATION PLAN

215

PROJECT 23

Recommended Facilities Class II Bicycle Lane Class III Bicycle Route

Lyon Street

Project Length: 1.59 miles

Cost Estimate:

$594,929

Existing Conditions Lyon Street is a north-south corridor located in eastern Santa Ana. This street travels through a variety of land uses, including industrial, education, commercial and services, multi-family residential, as well as some vacant lots. A total of 12 bicycle collisions and seven pedestrian collision were reported between 2013 and 2017, most of them at intersections and driveways located along this corridor. Two important activity centers found along or around Lyon Street include Century High School and the Santa Ana Zoo. Lyon Street is classified as a secondary arterial under the MPAH and has a posted speed limit of 35 mph (except in the school zone where it goes down to 25 mph). It has two lanes from 1st Street to Edinger Avenue, which then increases to four lanes between Edinger Avenue and Saint Andrew Place. This corridor experiences a moderate to high use from all modes of travel and connects users to large industrial and office parks. While trees can be found along this corridor, the existing tree canopy is not consistent. Street lighting along Lyon Street is adequate.

Opportunities and Constraints At a Glance

Schools

Ped Collisions

216

Parks

Bike Collisions

Bus Stops

Secondary MPAH

35 mph Speed Limit

9,000 to 14,000 ADTs

The existing ROW along the majority of Lyon Street allows for the installation of Class II bicycle lanes. Adequate lighting and proximity to Century High School, the Santa Ana Zoo, and large employment centers attract a large number of users. Additionally, the existing sidewalks provide easy and comfortable access to pedestrians, especially those using the bus stop near Saint Andrew Place. However, the section between 1st Street and Warren Street cannot accommodate bicycle lanes. The posted speed limit and existing LTS are high, which may prevent some bicyclists from riding along this street.

Recommendations The Lyon Street proposed improvements are designed to increase the safety and comfort of bicyclists and pedestrians along the corridor. The project proposes the installation of Class II bicycle lanes between Warrant Street and Edinger Avenue, while Class III bicycle routes are recommended for those sections where the ROW is insufficient. Pavement markings, sharrows, and transition striping are also recommended in location where conflicts may occur. Pedestrian improvements include installing missing sidewalks and high visibility crosswalks, especially around Century High School.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center turn lane

Drought-tolerant trees to shade sidewalk

Adequate street lighting

Excess travel lane widths

Class II bicycle lane Sidewalk with parkway

Tree canopy is not consistent along the corridor

Potential Class II bicycle lane along Lyon Street SANTA ANA ACTIVE TRANSPORTATION PLAN

217

Figure 5-26: Lyon Street Proposed Improvements

Install wayfinding signage and pavement markings

Install high visibility crosswalk

Install high visibility crosswalk and transition striping !

Install wayfinding signage and pavement markings

Install high visibility crosswalk and transition striping

! !

LYON ST

*****

! ! ! !

! !

NDRE

LYON ST

W PL

MCFADDEN AV

BORCHARD AV

LI RO ET M

Restripe road and install bicycle lanes

CT A

ORANGEWOOD

WILSHIRE AV

! !

Restripe road and install bicycle lanes

EDINGER AV

218

*****

**** *

** ** *

*****

WARREN ST

CHESTNUT AV

WRIGHT ST

SAINT A

1ST ST

LYON ST

MCFADDEN AV

ELK LN

NORMANDY PL CT A M ET RO LI NK RR

MAIN ST

M!AR!K &! B!RIA! N !EX!WY !

MABURY ST

MA N T L E L N

Santa Ana Zoo at Prentice Park

! !

! ! ! !

! !

O ! ! ! ! ! ! ! !

BORCHARD AV

LI RO ET M

CT A

WILSHIRE AV

ORANGEWOOD

EDINGER AV

MCFADDEN AV

LYON ST

W PL

*****

Install high visibility crosswalk and transition striping

NDRE

WARREN ST

**** *

** ** *

Install yellow high visibility crosswalk and transition striping

CHESTNUT AV

! !

SAINT A

1ST ST

WRIGHT ST

LYON ST

Install high visibility yellow crosswalk and transition striping

Install bus shelter

MCFADDEN AV

Install yellow high visibility crosswalk and LYON transition ST ***** striping

NORMANDY PL CT A M ET RO LI NK RR

M!AR!K &! B!RIA! N !EX!WY !

MAIN ST

ELK LN

CHAPTER 5 // PRIORITY PROJECTS

MABURY ST

MA N T L E L N

Santa Ana Zoo at Prentice Park

! ! !

Century High

! !

WRIGH T ST

! ! ! ! !

Central Santa Ana (CSACS)

Class III: Bike Route

Class IV: Separated Bikeway ! ! !

Install yellow high Safe Mobility Santa Ana (SMSA) Class III: Bike Route Santa Ana (DTSA) visibilityDowntown crosswalk Class IV: Separated Bikeway and transition Class V: Bike Blvd striping Class IIB: Buffered Bike Lanes

Class II: Bike Lanes

500

250 Feet

Install missing MissingSidewalk sidewalk

2018 ATP Grant

Visually Non-Compliant

Previous Plans

Class I: Multi-Use Path

Proposed Bikeways

Curb Ramp Status Visually Compliant

Install wayfinding Exsiting Bikeways signage and pavement Class I: Multi-Use Path Class II: Bikemarkings Lanes !

Bus Stops

Legend

SANTA ANA ACTIVE TRANSPORTATION PLAN

219

PROJECT 24

Recommended Facilities Class II Bicycle Lane

E Santa Ana Boulevard Project Length: 0.38 miles

Cost Estimate:

$144,709

Existing Conditions This project is located on the east end of Santa Ana Boulevard in northeast Santa Ana, starting from N Santiago Street to N Grand Street, and connecting to the entrance of I-5. Santa Ana train station is located at the intersection of Santa Ana Boulevard and N Santiago Street. Other surrounding land uses are mainly industrial and transportation land use as well as some mixed residential. The corridor has a posted speed limit of 35 mph and raised medians that transition to turn lane at intersections. The number of travel lanes varies between six to eight lanes. The corridor has sidewalks throughout, with some street trees by the train station and in the raised median. The corridor has no bicycle facilities or traffic calming measures. There are several bus routes passing through the corridor. One of the four bus stops along the corridor, in front of the train station, connects four routes but and is missing a bus shelter.

Opportunities and Constraints The corridor has an important citywide activity center with its proximity to the Santa Ana Regional Transportation Center. However, the existing LTS is level four, which may prevent some bicyclists from riding along this street. Although the posted speed limit is moderate, the wide ROW proximity to freeway entrance encourages speeding. OC Metrolink railroad track also intersects the corridor. The existing ROW varies, between 85â&#x20AC;&#x2122; and 100â&#x20AC;&#x2122;, which provides generous opportunity and flexibility for road diet treatment and re-striping along the corridor.

At a Glance

35 mph

20,000 to 30,000

Schools

Parks

Bus Stops

Primary

Ped Collisions

220

Bike Collisions

MPAH

Speed Limit

ADTs

Recommendations The E Santa Ana Boulevard proposed improvements are designed to increase the safety and comfort of all users of the corridor. The project proposes road diets for the entire corridor, with the reduction of travel lane width and the installation of buffered Class II bicycle lanes for each directions. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installation of high visibility crosswalks, street trees on the north side west of Fuller Street and on the south side east of Fuller Street.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Drought-tolerant trees to shade sidewalk

Street Constraint Locations

Road lane diet

Retain landscaped median

Dedicated bicycle lane

Santa Ana Boulevard at Interstate 5 entrance

Adequate street lighting

Sidewalk with parkway

Potential Class II bicycle lane along Santa Ana Boulevard

Santa Ana Boulevard near Railroad

Santa Ana Boulevard near Grand Avenue

SANTA ANA ACTIVE TRANSPORTATION PLAN

221

Figure 5-27: E Santa Ana Boulevard Proposed Improvements

Restripe, reduce lane width, and install bicycle lanes

Install high-visibility crosswalks and transition striping Install transition striping

LOGAN ST

Install truncated domes where missing and transition striping

UP RR OCTA METROLINK RR

D LV

T RS

LLE

N AA NT

N SA G TI A OS T

FRUIT ST

SO I-5 AM NR

J " NA

VD BL GRAND AV

FULLER ST

LINCOLN AV

UP RR OCTA METROLINK RR

222

AA NT

LOGAN ST

CHAPTER 5 // PRIORITY PROJECTS

UP RR OCTA METROLINK RR

D LV

T RS

LLE

N AA NT

Remove one LTO lane and install bike transition lane to turn left onto Grand Avenue

N SA G TI A

Install green-back Sharrow making on RTO lane for right turn onto Grand Avenue

OS T

FRUIT ST

SO I-5 A NR

J " NA

VD BL GRAND AV

FULLER ST

LINCOLN AV

UP RR OCTA METROLINK RR

AA NT

STAFFORD ST

Install school high-visibility crosswalks and truncated domes

Legend Bus Stops

Proposed Bikeways

MissingSidewalk

Curb Ramp Status No Ramp

Visually Non-Compliant Visually Compliant !

Previous Plans

Exsiting Bikeways

Class I: Multi-Use Path

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Install transition Class III: Bike Route striping Class IV: Separated Bikeway Class IIB: Buffered Bike Lanes

Class V: Bike Blvd

Install curb ramps with truncated domes and transition striping

SANTA ANA ACTIVE TRANSPORTATION PLAN

223

PROJECT 25

Recommended Facilities Class IV Separated Bikeway

Westminster Avenue Project Length: 1.75 miles

Cost Estimate:

$1,364,194

Existing Conditions Westminster Avenue is an east-west corridor located in northwest Santa Ana surrounded by land uses are comprised mostly of commercial services, single family residential, and industrial uses. There have been five pedestrian collisions and six bicycle collisions reported between 2013 and 2017. Westminster Avenue has a posted speed limit varying from 40-45 mph with six travel lanes, which qualifies as an LTS level 4. This corridor is classified as a major arterial under the MPAH. The corridor has sidewalks throughout but lacks bicycle facilities and traffic calming measures. The corridor has dispersed street trees and adequate lighting. Bus routes serve the entire corridor.

Opportunities and Constraints The corridor has a diverse number of neighborhood activity centers, including a mini mall, religious institutions, commercial services, and automotive services. The existing ROW varies slightly between 84 feet and 86 feet, and a posted speed limit of 45 mph, which may prevent some bicyclists from riding along this street. There exists a raised median, which provides potential higher costs and flexibility issues. Additionally, blocks are long between intersections, which make pedestrian crossing difficult.

At a Glance

Recommendations

15 40-45 mph

Parks

Bus Stops

Speed Limit

Major

23,000 to 31,000

Ped Collisions

224

Schools

Bike Collisions

MPAH

ADTs

The Westminster Avenue improvements proposes the removal of one outside travel lane each way and restriping to facilitate the addition of Class IV separated bikeways in each direction. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installation of missing truncated domes, high visibility cross-walks, street trees, and pedestrian refuge islands. Possible locations for mid-block Pedestrian Hybrid Beacons of RRFBs include Rosita Place and Susan Street.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center turn lane Physical buffer

Droughttolerant trees to shade sidewalk

Adequate street lighting

Continuous sidewalk

Existing pedestrian crossing at N Harbor Blvd

Separated bikeway

Existing street configuration

Potential Class IV separated bikeway along Shelton Street SANTA ANA ACTIVE TRANSPORTATION PLAN

225

Figure 5-28: Westminster Avenue Proposed Improvements

Install high visibility crosswalks and transition striping Possible PHB location

COBBLESTONE LN

SAN JUAN PL

PARSONS PL

HAVEN LN

BAYHILL CT

SHADY ROCK DR

PINEBROOK DR

CLINTON ST

BREEZEWAY DR

HARPER ST

Possible PHB location

N ST

ENTERPRISE DR

NAUTILUS DR

HARBOR BLVD

BL VD

WESTMINSTER AV

LAUREL ST

MARINERS WY

UR Y

WEST ST

A BETTER WY *****

EY ST

LA BONITA ST

HA VE N

SEABOARD CIR

WEST ST

IRONGATE LN

*****

NEWHOPE ST

NADIA WY

HALA WY

PARKWAY DR

PARKSIDE LN

WESTMINSTER AV

CE NT

226

PARKGREEN LN

KEYWOOD LN

16TH ST

A BETTER WY

ROSITA PL

LA BONITA AV

EUCLID ST

ANITA PL

PAR KVIE W LN

SAN JUAN PL

*****

GUNTHE R

SUNSWEPT AV

Legend Bus Stops MissingSidewalk

Proposed Bikeways

Curb Ramp Status No Ramp Visually Non-Compliant

Class I: Multi-Use Path Class II: Bike Lanes Class IIB: Buffered Bike Lanes Class III: Bike Route Class IV: Separated Bikeway

Visually Compliant !

Previous Plans

Exsiting Bikeways

2018 ATP Grant

Class I: Multi-Use Path

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

BO YE R

WEST ST

BREEZEWAY DR

BAYHILL CT

CLINTON ST

SHADY ROCK DR

PINEBROOK DR

SUSAN ST

ENTERPRISE DR

NAUTILUS DR

BEWLEY ST

BL VD

HARBOR BLVD

UR Y

WESTMINSTER AV

HARPER ST

MARINERS WY

CE NT

*****

Possible PHB location

LAUREL ST

HA VE N

A BETTER WY

NEWHOPE ST

PARSONS PL

HAVEN LN

LA BONITA ST

WEST ST

A BETTER WY

NADIA WY

WESTMINSTER AV

KEYWOOD LN

16TH ST

HALA WY

PARKWAY DR

ROSITA PL

LA BONITA AV

PARKSIDE LN

Install high visibility crosswalks, transition striping, and all missing truncated domes IRONGATE LN

CHAPTER 5 // PRIORITY PROJECTS

PARKGREEN LN

SEABOARD CIR

EUCLID ST

ANITA PL

PAR KVIE W LN

KEEL AV

*****

250 Feet

500

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

227

PROJECT 26

Recommended Facilities Class II Bicycle Lane Class IIB Buffered Bicycle Lane

Newhope Street

Project Length: 1.98 miles

Cost Estimate:

$332,939

Existing Conditions Newhope Street is a north-south corridor that travels primarily though single-family residential and other types of residential land uses. There are multiple activity centers along this corridor, including three schools, Rosita Elementary, Fitz Intermediate, and Newhope Elementary and Rosita Park. This corridor experiences high traffic stress and is a heavily trafficked north-south corridor with a posted speed limit of 35 mph. The tree canopy along this street is not consistent, although the street has adequate lighting throughout the entirety of the corridor.

Opportunities and Constraints Dedicated bicycle facilities are feasible along this corridor due to the available ROW. Access and proximity to schools and parks make this corridor a good candidate for bicycle and pedestrian improvements, as well as the existing bicycle facilities already implemented along other segments. On-street parking is designated on specific segments of this corridor on both the east and west side of the street.

Recommendations

At a Glance

Schools

Parks

Bus Stops

35 mph

Secondary

19,000 to 30,000

Ped Collisions

228

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for Newhope St include the installation of Class II buffered bicycle lanes. The project proposes green bicycle lane markings and transition striping along the entire corridor. Recommendations also include removing on-street parking along the entire corridor allowing for the proposed bicycle facilities. Pedestrian improvements include enhanced crosswalk striping at pedestrian crossings near schools and at existing stop lights. Improvements to the existing tree canopy are also recommended to increase shade along the corridor.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Drought-tolerant trees to shade sidewalk

Striped buffer Dedicated bicycle lane

Adequate street lighting

School pedestrian crossing at Kent Avenue

Pavement markings Sidewalk with parkway

Sidewalk along Newhope Street

Potential Class II buffered bicycle lane along Newhope Street

Existing street configuration

SANTA ANA ACTIVE TRANSPORTATION PLAN

229

Figure 5-29: Newhope Street Proposed Improvements

Remove on-street parking, restripe road and install buffered bicycle lanes

5TH ST

SILVER DR !

NEWHOPE ST! ! !! ! !

1ST ST

Install transition striping

MOUNTAIN VIEW ST

ROOSEVELT AV

HAZARD AV

MOONRIDGE AV

Install high visibility crosswalk and transition striping

QUIGLEY LN

NEWHOPE ST

230

MCFADDEN AV

KENT AV

Newhope Elementary

Install high visibility crosswalk and transition striping

*****

EDINGER AV

Install transition striping

REGENT DR

CARRI SSA COM

3RD ST

Rosita Park

DOGWOOD COM

SILVER DR

CLUBHOUSE COM

5TH ST

SILVER DR !

NEWHOPE ST! ! !! ! !

Rosita Park

Install transition striping CARRI SSA COM

Install high visibility crosswalk

CLUBHOUSE COM

3RD ST

Install yellow high visibility crosswalk and transition striping

DOGWOOD COM

SILVER DR

ROOSEVELT AV

CHAPTER 5 // PRIORITY PROJECTS

1ST ST

MOONRIDGE AV HAZARD AV

MOUNTAIN VIEW ST

EDINGER AV

*****

Fitz Intermediate

Legend Bus Stops

Restripe road and install Proposed Bikeways buffered Class I: Multi-Use Path bicycle lanes Class II: Bike Lanes !

FLIGHT AV

NEWHOPE ST

Previous Plans

KAREN AV

Exsiting Bikeways

Install yellow Class I: Multi-Use Path Central Santa Ana (CSACS) high visibility Class II: Bike Lanes Class IIB: Buffered Bike Lanes Safe Mobility Santa Ana (SMSA) Class III: Bike Route crosswalk Class III: Bike Route Downtown Santa Ana (DTSA) Class IV: Separated Bikeway and transition Class IV: Separated Bikeway striping Install transition Class V: Bike Blvd striping 2018 ATP Grant

Install yellow high visibility crosswalk and transition striping

MCFADDEN AV

KENT AV

Newhope Elementary

REGENT DR

QUIGLEY LN

SANTA ANA ACTIVE TRANSPORTATION PLAN

231

PROJECT 27

Recommended Facilities Class IIIB Bicycle Boulevard

E 15th Street

Project Length: 1.18 miles

Cost Estimate:

$1,422,154

Existing Conditions East 15th Street is an east-west corridor that travels primarily though single-family residential transitioning to other residential and commercial land uses as 15th Street bisects major north-south arterials at North Broadway and Main Street. This local street experiences a low level of traffic stress through the entire corridor. The corridor experiences moderate use from all modes of travel. Activity centers including three schools; Wilson Elementary, Willard Intermediate, and Davis Elementary, and St. Peter Evangelical Lutheran Church. The corridor has a posted speed limit of 25 mph along its entirety, and the street is well-lit with good street tree coverage.

Opportunities and Constraints Dedicated bicycle facilities are not feasible along this corridor due to 15th Streetâ&#x20AC;&#x2122;s limited ROW. Lower traffic volumes and a low posted speed along with the proximity to activity centers like schools and churches make this corridor a good candidate for a bicycle boulevard. Flower Street provides a potential challenge since through traffic is not allowed, creating an impediment for non-motorized users.

At a Glance

Schools

Parks

Bus Stops

25 mph

N/A

Under 10,000

Ped Collisions

232

Recommendations

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for 15th Street intend to transform this corridor into a bicycle boulevard. The project proposes the installation of sharrow pavement markings along the entire corridor. The project also proposes converting the median located along Flower Street into a pedestrian and bicycle crossing refuge island, as well as a potential traffic circle at Ross Street. Pedestrian improvements include curb extensions and high visibility crosswalks at access points to schools and at high traffic intersections.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Green-back sharrow markings Adequate street lighting Drought-tolerant trees to shade sidewalk Sidewalk with parkway

School zone crosswalk at Baker Street

Signage and wayfinding

Stop sign at Freeman Street

Potential Class III bicycle boulevard along East 15th Street

Existing landscaped median

SANTA ANA ACTIVE TRANSPORTATION PLAN

233

Figure 5-30: East 15th Street Proposed Improvements

Install wayfinding signage and pavement markings (sharrows)

Install traffic circle or curb extensions on all four corners and high visibility crosswalks

Install high visibility crosswalk

Install curb extensions on all four corners and high visibility crosswalks

Install all missing curb ramps and truncated domes

DRESSER ST

IAGO ST

FRENC H ST

T PL

14TH ST

MAIN ST

SYCAMORE ST

BROADWAY

DURANT ST

ROSS ST

14TH ST

! !

MON

Davis Elementary

SPURGEON ST

Install stop signs at Sycamore Street

OA K

BUSH ST

DORMAN ST

FA IR

MAIN ST

Install pedestrian / bicycle refuge

N PE

234

Willard Intermediate

16TH ST

15TH ST

VAN NESS AV

PARTON ST

FLOWER ST

GARNSEY ST !

Willard Intermediate Park

HATHAWAY ST

15TH ST ! ! ! !

LINCOLN AV RR OCTA METROLINK RR

OLIVE ST

LOWELL ST

TOWNER ST

WESTWOOD AV

BAKER ST

FREEM AN ST !

Wilson Elementary

16TH ST

USC College Prep / Scholarship Prep Charter

ROSEWOOD AV

17TH ST

WASHINGT ON AV! ! ! ! ! ! !

CUSTER ST

! !

HATHAWAY ST

SANTIAGO ST ! !

LINCOLN AV UP RR OCTA METROLINK RR

DRESSER ST !

LOGAN ST

FRENC H ST

SPURGEON ST

MAIN ST

BUSH ST

14TH ST

RT H

AL N

! !

T PL

Legend Bus Stops

MON

Davis Elementary

DORMAN ST

FA IR

OA K

16TH ST

14TH ST

15TH ST

MAIN ST

SYCAMORE ST

BROADWAY

DURANT ST

ROSS ST

VAN NESS AV

PARTON ST

FLOWER ST

GARNSEY ST

EASTWOOD AV

OLIVE ST

LOWELL ST

FREEM AN ST

WESTWOOD AV

TOWNER ST

BAKER ST

ROSEWOOD AV

Install wayfinding signage and Willard pavement markings (sharrows) Intermediate

Willard Intermediate Park

15TH ST ! ! ! !

Install high visibility crosswalk

Install traffic

Wilson signal Elementary

Proposed Bikeways

MissingSidewalk

Class I: Multi-Use Path

Curb Ramp Status No Ramp

Class II: Bike Lanes !

Visually Non-Compliant Visually Compliant

Class IIB: Buffered Bike Lanes Class III: Bike Route

Exsiting Bikeways Install curb extensions on all Class I: Multi-Use Path four corners and high visibility Central Santa Ana (CSACS) Class II: Bike Lanes Safe Mobility Santa Ana (SMSA) Class III: Bike Route crosswalks

Previous Plans

2018 ATP Grant

Downtown Santa Ana (DTSA)

250 Feet

500

Class IV: Separated Bikeway

Class IV: Separated Bikeway !

16TH ST

CHAPTER 5 // PRIORITY PROJECTS 16TH ST

N PE

USC College Prep / Scholarship Prep Charter

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

235

PROJECT 28

Recommended Facilities Class II Bicycle Lane Class II Buffered Bicycle Lane

Greenville Street Project Length: 1.31 miles

Cost Estimate:

$411,364

Existing Conditions Greenville Street is a north-south corridor located in southwestern Santa Ana. The surrounding land uses are primarily single-family residential and other residential, as well as Thorpe Elementary School and Greenville School, four religious institutions, some public and transportation facilities, and minimal commercial. There is one bicycle and pedestrian collision reported between 2013 and 2017, which is at the intersection of West Warner Avenue. Greenville Street has a posted speed limit of 35 mph (except in the school zone where it goes down to 25 mph). The number of travel lanes varies between two and five. The corridor has sidewalks throughout, except for two segments, with adequate street trees, shade, and lighting. There are no bicycle facilities or traffic calming measures. Bus routes only travel through the corridor at MacArthur and Warner Avenue intersections.

Opportunities and Constraints The corridor has plenty of neighborhood activity centers with its proximity to two schools and four religious venues. It is also shaded in the sun and lit during the night. However, the existing LTS is level four and the posted speed limit is also high, which may prevent some bicyclists from riding along this street. There is also a railroad track that intersects the corridor. Although the existing ROW varies between 33 feet and 64 feet, there are no raised medians, which provides opportunity and flexibility for road diet treatments and restriping throughout the corridor.

At a Glance

35 mph

Under 10,000

Schools

Parks

Bus Stops

N/A

Ped Collisions

236

Bike Collisions

MPAH

Speed Limit

ADTs

Recommendations The project proposes a road diet for the entire corridor, going down from four to two lanes. Class II bicycle lanes are proposed going in each direction. Buffered bicycle lanes and parallel parking lanes are recommended for some portions where ROW width allows. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installation of missing sidewalks and truncated domes, and high visibility crosswalks, especially around schools.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Dedicated bicycle lane Striped buffer Drought-tolerant trees to shade sidewalk

Adequate lighting

Lack of bicycle facilities along Greenville Street

Sidewalk with parkway

Changes on ROW

Potential Class II buffered bicycle lane along Greenville Street

Existing pedestrian crossing at MacArthur Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

237

Figure 5-31: Greenville Street Proposed Improvements

Restripe road and install bicycle lanes

MOORE AV

MANITOBA DR

Thorpe Fundamental UP RR ALTON AV

GARRY AV

QUEENS CT

DEEDEE DR

DEBRA DR

DENNIS DR

TURLOCK DR

***** !

DANIELLE DR

ARIES WY

*****

Install yellow high visibility crosswalk and transition striping SANTA CLARA CIR

DANA DR

*****

SALINAS AV

*****

***** *****

*****

SANTA ROSA AV !

AURORA ST

N AV

GREENVILLE ST ! ! !

SUNFLOW ER AV

Segerstrom High

DEEGAN DR

SEGERSTROM AV

MANLY AV

KNOX AV

CARRIAGE DR

CHANDLER AV

ROWLAND AV

MANLY AV

KNOX AV

ADAMS ST

GRISET PL

ER ST

CURIE AV

COLUMBINE AV

EVERGLADE ST

I S ET P L

E AV JOS SAN

238

GLENARBOR ST

HALL AV

W WO O D A DO

HALL AV N OR T HW OOD

LAURELWO

Thorpe Fundamental

DEEGAN DR

GREENVILLE ST

ACARTHUR BLVD

LADE ST

DEEGAN DR

EVER G

CENTR AL AV

MANI TOBA DR

R ST

WARNER AV

WARBL E

HALL AV

FLORA ST

Install high visibility crosswalk and transition striping

GREENWICH AV

Restripe road and install bicycle lanes

TULARE DR

CARMEL DR

UP RR ALTON AV

GARRY AV

***** *****

*****

***** !

QUEENS CT

TURLOCK DR

*****

***** !

DEEDEE DR

GOLDEN WEST AV

TULARE DR

CARMEL DR

N ST GSTO K IN

N L ED O WIMB

DR T DR S M A O HA G IN

BU C CK

SO U

SALINAS AV

DEBRA DR

ARIES WY

*****

SANTA CLARA CIR

DENNIS DR

*****

DANIELLE DR

MOORE

CARRIAGE DR

SEGERSTROM AV

SANTA ROSA AV !

SUNFLOW ER AV

AURORA ST

KELLER AV

ARIES CT

ORION AV

TAURUS LN

JUNIPER ST

MACARTHUR BLVD

CURIE AV

Thorpe Fundamental

Install high visibility crosswalk

E AV JOS SAN

GREENVILLE ST ! ! !

MANITOBA DR CHAPTER 5 // PRIORITY PROJECTS

*****

Restripe road and install buffered bicycle lanes

High

DEEGAN DR

Segerstrom High

Thorpe Fundamental

GRISET PL

GREENWICH

CHANDLER AV

ROWLAND AV

MANLY AV

I S ET P L

DANA DR

EVERGLADE ST

MANLY AV

GLENARBOR ST

HALL AV

A DO

KNOX AV

GREENVILLE ST

Install missing sidewalk

LAURELWO

DEEGAN DR

KNOX AV

W WO O D

N OR T HW OOD

Install transition striping

LADE ST

COLUMBINE AV

ADAMS ST

HALL AV

DEEGAN DR

EVER G

CENTR AL AV

HALL A

FLORA

MANI TOBA DR

R ST

WARNER AV

WARBL E

Bus Stops

Proposed Bikeways

Restripe road and Class I: Multi-Use Path No Rampinstall bicycle lanes Class II: Bike Lanes Visually Non-Compliant and parking laneClass IIB: Buffered Bike Lanes

Curb Ramp Status

Visually Compliant

Class III: Bike Route

MissingSidewalk

Class IV: Separated Bikeway !

Previous Plans

Exsiting Bikeways

Install yellow high Central Santa Ana (CSACS) visibility crosswalk Safe Mobility Santa Anastriping (SMSA) and transition 2018 ATP Grant

Downtown Santa Ana (DTSA)

Class I: Multi-Use Path

250 Feet

500

Legend

Class II: Bike Lanes Class III: Bike Route Class IV: Separated Bikeway

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

239

PROJECT 29

Recommended Facilities Class IV Separated Bikeway

N Tustin Avenue

Project Length: 1.74 miles

Cost Estimate:

$1,025,212

Existing Conditions North Tustin Ave is a north-south corridor located in northeast Santa Ana. The surrounding land uses are mostly public, and commercial and services. Other residential, vacant, and parks and open space uses can also be found on this corridor. There were six pedestrian collisions and 11 bicycle collisions between 2013 and 2017. North Tustin Avenue has a posted speed limit of 45 mph and the number of travel lanes vary from 5-7 lanes, resulting in an LTS of 4. This corridor is classified as a major arterial under the MPAH. The corridor has sidewalks throughout except for two segments and lacks bicycle facilities and traffic calming measures. The corridor has gaps in its tree-line, and there is no shade provided by its current trees as they are young or maintained short. The corridor has adequate lighting. Bus route number 71 serves the entire corridor.

Opportunities and Constraints At a Glance

Schools

Ped Collisions

240

Parks

Bike Collisions

Bus Stops

Major MPAH

45 mph Speed Limit

24,000 to 36,000 ADTs

The corridor has a diverse number of neighborhood activity centers, due to its prevalent surrounding land uses of public and commercial services. There are health services, religious institutions, Calvary Christian School and Preschool, and commercial centers throughout the corridor. The high LTS and posted speed limit may prevent some bicyclists from riding along this street. The existing ROW varies between 70 feet and 109 feet. There exists a raised median on a short segment, which provides potential higher costs and flexibility issues. Additionally, some blocks are long between intersections, which make pedestrian crossing difficult. Undeveloped parcels of land present opportunity for developer contributions to right-of-way improvements.

Recommendations The North Tustin Avenue improvements propose restriping to facilitate the addition of Class IV separated bikeways in each direction. Bikeway physical buffers are recommended throughout the corridor, except for two short segments due to ROW width changes. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installation of missing sidewalks south of Old Tustin Avenue to the city limit, missing truncated domes, high visibility crosswalks, and street trees.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Center turn lane

Drought-tolerant trees to shade sidewalk Adequate street lighting

Continuous sidewalk

Frontage street along North Tustin Avenue

Separated bikeway

Existing bus stop

Potential Class IV separated bikeway along North Tustin Avenue

Existing street configuration

SANTA ANA ACTIVE TRANSPORTATION PLAN

241

Figure 5-32: North Tustin Avenue Proposed Improvements

Install curb ramp Restripe road and install separated bikeways

Install sidewalk

FRANZEN AV

20TH ST

PLUMWOOD LN

PEACHWOOD LN

OLD TUSTIN AV

PEARWOOD LN

St. John's Lutheran Cemetery (Sec. 1)

E) TAG

17TH ST

TUSTIN AV

CATALINA AV

SANTA CLARA AV

TUSTIN AV

ON (FR TIN TUS

*****

MEDFORD AV

LENITA LN

PONDEROSA ST

CATALINA AV

PONDEROSA ST

*****

PASADENA AV

AVALON AV

JOANA DR

PASADEN A AV

*****

FAIRHAVEN AV

IHDS

GROVEMONT ST

PONDEROSA ST

KEEGAN WY

CALVO DR

Install high visibility crosswalk and transition striping

COSTA MES A FRWY SR-55 ON RAMP SR SR Restripe road and -55 S EXIT -55 S EXIT 11A 11

DEODAR ST

SR-55 S EXIT 12A

install bicycle lanes

4TH ST

6TH ST

Calvary Christian

IT ST

OLD TUSTIN AV

ELLINGTON AV

242

TUSTIN AV

14TH

17TH ST

PONDEROSA ST

FRANZEN

PASADENA AV

LENITA LN

20TH ST

PLUMWOOD LN

St. John's Lutheran Cemetery (Sec. 1)

PEARWOOD LN

CATALINA AV

OLDand TUSTIN AV Restripe road install separated bikeways

COSTA MES A FRWY SR-55 ON RAMP SRSR-5 55 S 5S EXIT EXI T 11 11A

DEODAR ST

MEDFORD AV

TUSTIN AV

17TH ST

TUSTIN AV

*****

CHAPTER 5 // PRIORITY PROJECTS

) AV AGE T N O (FR TIN TUS

PEACHWOOD LN

SANTA CLARA AV

Restripe road and install separated bikeways

AVALON AV

PONDEROSA ST

CATALINA AV

PONDEROSA ST

*****

FAIRHAVEN AV

IHDS

JOANA D

GROVEMONT ST

KEEGAN

CALVO PONDEROSA ST

DENA AV

SR-55 S EXIT 12A

PONDEROSA ST

4TH ST

6TH ST

OLD TUSTIN AV

Calvary Christian School

FRUIT ST

14TH

WELLINGTON AV

17TH ST

TUSTIN AV

PARKCENTER DR

Legend Bus Stops

Proposed Bikeways

MissingSidewalk

Previous Plans

Exsiting Bikeways

Class I: Multi-Use Path

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Class IIB: Buffered Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

250 Feet

500

*****

DIANNE ST

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

243

PROJECT 30

Recommended Facilities Class IIIB Bicycle Boulevard

W 5th Street

Project Length: 1.7 miles

Cost Estimate:

$346,197

Existing Conditions West 5th Street is an east-west corridor located in central Santa Ana. This project includes two segments of West 5th Street: Raitt Street to Shelton Street and Euclid Street to Harbor Boulevard. The surrounding land uses are primarily mixed residential, with one school, Carver Elementary School, seven religious institutions, and some commercial and services (mostly restaurants or auto body shops). The corridor is also within the school zones of Romero-Cruz Elementary, Rosita Elementary School and Hazard Elementary School. It is a relatively small and quiet street, with two lanes, parking on both sides, and a posted speed limit of 25 mph, qualified for LTS level 1. The corridor has sidewalks and curb ramps throughout, although none of the ramps has truncated dome installed. There are traffic lights at major intersections, stop signs at smaller streets, and school zone yield sign near schools. Street trees and lighting are adequate, but there is room to maximize tree canopy. Bus routes are accessible only at certain intersections.

Opportunities and Constraints Dedicated bicycle facilities are not feasible along West 5th Street due to limited ROW. However, the streetâ&#x20AC;&#x2122;s low posted speed, low LTS, lower traffic volumes, adequate lighting, and proximity to lots of activity centers make it an ideal bicycle boulevard. One constraint is the raised median at N Bristol blocks through traffic on W 5th Street. In addition, there are three MPAH major streets and one secondary street crossing the project segments.

At a Glance

25 mph

Under 10,000

Schools

Parks

Bus Stops

N/A

Ped Collisions

244

Bike Collisions

MPAH

Speed Limit

ADTs

Recommendations The recommendations for West 5th Street intend to transform this corridor into a bicycle boulevard. The project proposes green-back sharrow markings and conflict striping along the entire corridor. Appropriate guiding signs are recommended to cross help cyclist cross N Bristol Street safely. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installation of missing sidewalks, missing truncated domes, and high visibility crosswalks, especially around schools.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Green-back sharrow markings Drought-tolerant trees to shade sidewalk

Adequate street lighting

Sidewalk with parkway

Existing sidewalk with parkway

Signage and wayfinding

School zone pedestrian crossing

Potential Class IIIB bicycle boulevard along W 5th Street

Existing street configuration

SANTA ANA ACTIVE TRANSPORTATION PLAN

245

! ! ! ! ! ! ! !

Figure 5-33: West 5th Street Proposed Improvements

! ! ! ! ! ! ! !

Desify street trees

! ! !

Install truncated domes and sharrow markings every 100 feet

Install curb ramps with truncated domes where missing

! ! ! ! ! ! !

6TH ST !

! !

6TH ST ST

RI N DA

JE N

ROSITA ST

SILVER DR

! !

EUCLID ST

NEWHOPE ST

5TH ST

*****

CLUBHOUSE CO M

** ** *

SIGNET CI R

SI GNET C

! !

*****

D O G WO O D C O M

*****

TARA COM

4TH ST

*****

CARRISSA COM

5TH ST

*****

! !

! ! !

HUYLARS LN

GATES ST

SILVER DR

! !

MISSOURI LN

Y LN

ER LN

N VIEW ST

HARBOR BLVD

246

NEWHOPE ST

*****

5TH ST

! !

6TH ST ST

RI N DA

JE N

ROSITA ST

SILVER DR

CHAPTER 5 // PRIORITY PROJECTS

EUCLID ST

! !!

*****

CLUBHOUSE CO M

** ** *

SIGNET CI R

SI GNET C

! !

*****

D O G WO O D C O M

*****

Install sharrow markings every 100 feet

TARA COM

4TH ST

*****

CARRISSA COM

5TH ST

NEWHOPE ST

5TH ST

! !

! ! !

HUYLARS LN

GATES ST

SILVER DR

! !

MISSOURI LN

FORRY LN

SUMMER LN

HARBOR BLVD

MOUNTAIN VIEW ST

NEWHOPE ST

*****

5TH ST

! ! ! ! !

Legend

Bus Stops

Proposed Bikeways

Class I: Multi-Use Path

Previous Plans 2018 ATP Grant

! !

Install curbCentral ramps Santa Ana (CSACS) with truncated domes Safe Mobility Santa Ana (SMSA) Class IIB: Buffered Bike Lanes Class II: Bike Lanes

Class III: Bike Route

Downtown Santa Ana (DTSA)

Exsiting Bikeways Class I: Multi-Use Path Class II: Bike Lanes Class III: Bike Route

Install curb ramps with truncated domes

Class IV: Separated Bikeway

Class V: Bike Blvd

! ! ! ! !

SANTA ANA ACTIVE TRANSPORTATION PLAN

247

! ! !

Install curb ramps with truncated domes where missing

Install sharrow markings every 100 feet

Install high-visibility crosswalks and curb ramps with truncated domes

6TH ST

PACIFIC AV

5TH ST

FOREST AV

RAITT ST

WESTERN AV

ALLEY N/O 5TH S/O 6TH

Carver Elementary

SANTA ANA BLVD

Carver Elementary

SHELTON ST

248

5TH ST

BAKER ST

BRISTO L ST

6TH ST

CHAPTER 5 // PRIORITY PROJECTS

Install sharrow markings every 100 feet

PACIFIC AV

5TH ST

No through traffic; Additional traffic study needed for bicycle/pedestrian crossing facilities such as P.H.B or guided crossing to Santa Ana Blvd; Install wayfinding and signage FOREST AV

RAITT ST

WESTERN AV

ALLEY N/O 5TH S/O 6TH

Carver Install high-visibility Elementary crosswalks and curb ramps with truncated domes

SANTA ANA BLVD

5TH ST

SHELTON ST

BAKER ST

BRISTO L ST

6TH ST

Carver Elementary

SANTA ANA BLVD

Legend Bus Stops

Curb Ramp Status

Proposed Bikeways

No Ramp Visually Non-Compliant

Visually Compliant

Previous Plans

Exsiting Bikeways

Class I: Multi-Use Path

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Class IIB: Buffered Bike Lanes Class III: Bike Route

Install curb ramps with truncated domes

Class IV: Separated Bikeway !

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

249

PROJECT 31

Recommended Facilities Class IIIB Bicycle Boulevard

Shelton Street

Project Length: 1.88 miles

Cost Estimate:

$465,650

Existing Conditions Shelton Street is a north-south corridor surrounded primarily by residential land uses and some commercial uses and public facilities. Between 2013 and 2017, a total of five pedestrian have been reported at several intersections throughout this corridor. Two schools are located at close proximity, including Martin Elementary School and Mater Dei High School, as well as the Boys and Girls Club. Shelton Street is classified as a minor street with two lanes and a posted speed limit of 25 mph. This corridor experiences moderate use from all modes of travel and connects the residential neighborhoods south of 1st Street with commercial uses and public facilities located in central Santa Ana. While a parkway is present throughout the majority of the corridor and trees can be found along Shelton Street, the existing tree canopy is not consistent. The lighting along Shelton Street is adequate.

Opportunities and Constraints Dedicated bicycle facilities are not feasible along this corridor due to Shelton Streetâ&#x20AC;&#x2122;s limited ROW. However, the streetâ&#x20AC;&#x2122;s low posted speed, low LTS, lower traffic volumes, adequate lighting, and proximity to schools, parks, and the Boys and Girls Club make this corridor an ideal bicycle boulevard. Additionally, bicycle and pedestrian improvements have already been implemented between McFadden Avenue and 1st Street.

At a Glance

Recommendations

Schools

Parks

Bus Stops

25 mph

N/A

Under 10,000

Ped Collisions

250

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for Shelton Street intend to transform this corridor into a bicycle boulevard. The project proposes greenback sharrow pavement markings and transition striping along the entire corridor, as well as a potential traffic circle at the intersection of Wilshire Avenue. Pedestrian improvements include curb extensions and striping enhanced crosswalks. Improvements to the existing tree canopy are also recommended to increase shade along the corridor.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Green-back sharrow markings

Drought-tolerant trees to shade sidewalk

Adequate street lighting

Sidewalk with parkway

Traffic light at McFadden Avenue

Signage and wayfinding

Current street configuration

Potential Class 3 Bicycle Boulevard along Shelton Street

Shelton Street at W Edinger Avenue

SANTA ANA ACTIVE TRANSPORTATION PLAN

251

! ! ! ! ! ! ! !

Figure 5-34: Shelton Street Proposed Improvements

Coordination needed with future plans to re-design intersection !

Install wayfinding signage and pavement markings

Install high visibility crosswalk and transition striping

Potential location for traffic circle and curb extensions. Include enhanced crossing markings Lowell Elementary

Pio Pico Elementary

CAMILE ST

BOOTH ST

! !

SHELTON ST

HIGHLAND ST

RICHLAND AV

MYRTLE ST

CHESTNU T AV

PINE ST

WALNUT ST

ROSEWOOD AV

1 ST ST

2ND ST

SANTA ANA BLVD

5TH ST

3RD ST

SHELTON ST ! !

6TH ST

BISHOP ST

BOYD WY

BAKER ST

Install all missing truncated domes

Install wayfinding signage and pavement markings

Martin Elementary

ROSEWOOD AV

SHELT ON! ST ! ! ! !

EY ST

MONA ST

NFORD ST

EDINGER AV GER (FRONTAGE) AV

BORCHARD AV

WILSHIR E AV ! ! ! !

ON ST

RUSSELL AV

HIGHLAND ST

PARK DR

MCFADDEN AV

TOWNER ST

252

LOWELL ST

BROOK ST

Pio Pico Elementary

CAMILE ST

Elementary CHAPTER 5 // PRIORITY PROJECTS

! !

Install wayfinding signage and pavement markings

SHELTON ST

HIGHLAND ST

RICHLAND AV

MYRTLE ST

CHESTNU T AV

ROSEWOOD AV Reverse stop signs

PINE ST

WALNUT ST

Potential location for traffic circle and curb BAKER ST extensions. Include enhanced crossing markings

SANTA ANA BLVD

1 ST ST

5TH ST

2ND ST

3RD ST

SHELTON ST Install wayfinding signage and pavement markings !

6TH ST

BISHOP ST

BOYD WY

Pio Pico Elementary

LOWELL ST

BROOK ST

Martin Elementary

ROSEWOOD AV ! ! !

Mater Dei High School

BAKER ST

BERKELEY ST

SHELT ON! ST ! ! ! !

POMONA ST

STANFORD ST

EDINGER AV EDINGER (FRONTAGE) AV

BORCHARD AV

WILSHIR E AV ! ! ! !

RUSSELL AV

CUBBON ST

HIGHLAND ST

PARK DR

MCFADDEN AV

TOWNER ST

Visually Compliant

Class III: Bike Route

MissingSidewalk

Class IV: Separated Bikeway !

Class I: Multi-Use Path

250

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA) Downtown Santa Ana (DTSA)

Feet

500

Coordination needed with future plans to Class III: Bike Route re-design intersection Class IV: Separated Bikeway

Central Santa Ana (CSACS)

Exsiting Bikeways !

2018 ATP Grant

Previous Plans

Bus Stopshigh visibility Proposed Bikeways Install Class I: Multi-Use Path crosswalk and No Ramp Class II: Bike Lanes transition striping Visually Non-Compliant Class IIB: Buffered Bike Lanes

Curb Ramp Status

Legend

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

253

PROJECT 32

Recommended Facilities Class IV Separated Bikeway

Civic Center Drive Project Length: 1.04 miles

Cost Estimate:

$351,886

Existing Conditions Civic Center Drive is an east-west corridor in northwest Santa Ana that connects the Santa Ana River Trail to Downtown Santa Ana. The surrounding land uses are a combination of single family and multi-family residential, and commercial at each terminus and El Salvador Park at the center of the corridor. Between 2013 and 2017 there were two pedestrian collisions and three bicycle collisions with no fatalities. Civic Center Drive has a posted speed limit of 35 mph with a total of four lanes, resulting in a Level 4 LTS and an MPAH designation of collector arterial. The corridor has existing sidewalks but lacks bicycle facilities and traffic calming measures. Civic Center Drive lacks shade with trees only present from adjacent homes and properties. Bus routes serve the corridor.

Opportunities and Constraints The corridor has little neighborhood activity centers other than El Salvador Park and primarily serves as a collector street to access Bristol Street and Fairview Avenue. The existing ROW is 66 feet, which provides a consistent bicycle facility with the removal of a travel lane to retain on-street parking. Due to the residential nature of the corridor and the homes that front the street, on-street parking should be retained.

At a Glance

Recommendations

Schools

Parks

Bus Stops

35 mph

Collector

13,000 to 18,000

Ped Collisions

254

Bike Collisions

MPAH

Speed Limit

ADTs

Civic Center Drive proposed improvements are designed to increase the safety and comfort of all users of the corridor. The project proposes a road diet to accommodate the addition of parking protected Class IV separated bikeways in each direction. Pavement markings and transition striping are recommended in locations where conflicts may occur. Pedestrian improvements include bus shelter additions, installing missing truncated domes, and high visibility crosswalks, especially around El Salvador Park.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Striped buffer

Drought-tolerant trees to shade sidewalk Parking lane

Center turn lane

Adequate street lighting

Existing street configuration

Bicycle lane

Separated bikeway

School zone crosswalk at Pacific Avenue

Potential Class IV separated bikeway along Civic Center Drive

Unmarked crosswalk at Western Avenue

SANTA ANA ACTIVE TRANSPORTATION PLAN

255

Figure 5-35: Civic Center Drive Proposed Improvements

Install green transition striping

Road diet (5 lanes to 3 lanes) with center turn lane and parking protected separated bikeway

Community Day Intermediate and High

CIVIC CENTER DR ! ! ! ! ! ! !

HAWLEY ST

ST W FA I RV IE

ALCO AV

Spurgeon Intermediate 7TH ST

ALCO AV

CIVIC CENTER DR ! ! ! !

RAITT ST

256

ENGLISH ST

El Salvador Park

Install high visibility crosswalks, and green transition striping !

CIVIC CENTER DR ! ! ! ! !

Install high visibility crosswalks, green transition striping, and missing truncated domes

WESTERN AV

ALCO AV

CIVIC CENTE R DR ! ! ! ! !

WESTERN AV

RAITT ST

FAIRLAWN AV

DAISY AV

TOWNSEND ST

El Salvador Park

ENGLISH ST

BRISTOL ST

PACIFIC AV

CHAPTER 5 // PRIORITY PROJECTS

7TH ST

Legend Bus Stops

Curb Ramp Status No Ramp Visually Non-Compliant

Proposed Bikeways

Visually Compliant !

Exsiting Bikeways

2018 ATP Grant

Class I: Multi-Use Path

Class II: Bike Lanes Class IIB: Buffered Bike Lanes

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

Downtown Santa Ana (DTSA)

Class IV: Separated Bikeway

Class III: Bike Route Class IV: Separated Bikeway !

Previous Plans

Class I: Multi-Use Path

Class V: Bike Blvd

SANTA ANA ACTIVE TRANSPORTATION PLAN

257

Install high visibility crosswalks, and green transition striping

CIVIC CENTER DR ! ! ! ! !

WESTERN AV

BRISTOL ST

PACIFIC AV

Road diet (5 lanes to 3 lanes) with center turn lane and parking protected separated bikeway

ALCO AV

CIVIC CENTER DR ! ! ! !

RAITT ST

258

ENGLISH ST

El Salvador Park

CHAPTER 5 // PRIORITY PROJECTS

End of Corridor

SANTA ANA ACTIVE TRANSPORTATION PLAN

259

PROJECT 33

Recommended Facilities Class II Bicycle Lane Class IV Separated Bikeway

W Hazard Avenue Project Length: 1.54 miles

Cost Estimate:

$519,553

Existing Conditions West Hazard Avenue is an east-west corridor located in west Santa Ana. The surrounding land uses are comprised mostly of single family residential. Other land uses include other residential, commercial, education, and parks. There were six pedestrian collisions, six bicycle collisions, and one fatality between 2013 and 2017. West Hazard Avenue has a posted speed limit varying from 25-30 mph and the number of travel lanes vary from 2-5 lanes. LTS is categorized as 4 from North Euclid Street to North Harbor Boulevard, and LTS of 1 from North Harbor Boulevard to North Jackson Street. The corridor has sidewalks throughout but has no bicycle facilities or traffic calming measures. The corridor has inconsistent tree canopy and consequently inadequate shade. The corridor has adequate lighting but could be improved on the eastern side of the corridor. No bus routes serve the corridor.

Opportunities and Constraints The corridor has a diverse number of neighborhood activity centers, such as Rosita Park, Rosita Elementary School, Hazard Elementary School, Santa Clara Nursery School, Willowick Golf Course, religious institutions, and commercial services. The existing LTS is high, which may prevent some bicyclists from riding along this street. The existing ROW varies between 37 feet and 64 feet. There are no raised medians which provides lower costs and flexibility for re-striping.

At a Glance

Recommendations

25-30 mph

Under 10,000

Schools

Parks

Bus Stops

Secondary

Ped Collisions

260

Bike Collisions

MPAH

Speed Limit

ADTs

The project proposes restriping to facilitate the addition of Class II bicycle lanes and Class IV separated bikeways in each direction. Pavement markings and transition striping are also recommended in locations where conflicts may occur. Pedestrian improvements include installation of missing truncated domes, high visibility crosswalks, street trees, and street lights.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Physical buffer

Stripped buffer

Drought-tolerant trees to shade sidewalk Parking lane

Center turn lane

Adequate street lighting

Pedestrian crossing at Euclid Street

Bicycle lane

Separated bikeway

On-street parking along W Hazard Avenue

Potential Class IV separated bikeway along West Hazard Avenue

Pedestrian crossing at Harbor Boulevard

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! ! ! ! ! ! ! !

Figure 5-36: West Hazard Avenue Proposed Improvements

! ! ! ! !

Restripe and install bicycle lanes

Install high visibility crosswalks, and transition striping

Road diet (4 lanes to 3 lanes) with center turn lanes

! ! ! ! !

Eastbound lanes with parking protected bikeways

Install all missing truncated domes

! ! ! ! !

OAKFIELD AV

TODDY ST

PARSONS PL

HAZARD AV

B ER

E L MW OO D D R

W O OD DR

HURLEY ST

ROSITA ST

MICHAEL ST

Rosita Park

Rosita Elementary

TAFT ST

Rosita Elementary School

REDWOOD DR 7TH ST

! !

ROOSEVELT AV

C ATALINA ST

RHONDA AV

COMO AV

SAIL ST

PLEASANT ST

COMO AV

Santa Clara Nursery School

NEWHOPE ST

CADDY CIR

EUCLID ST

ROSITA ST

ALENE CIR

KERN AV

HOLLYLINE AV

IS BER N

E V ON D A S T

SHEFFIELD ST

TAFT ST

PLEASANT ST

CAPITAL AV

! !

ELAINE DR

JACKSON ST

HARBOR BLVD

BEWLEY ST

R ST

A ST

SE DR

GN WY

SP RING DR

ELM PARK DR

E E K DR

WILLARDSON WY

WEST ST

MOUNTAIN VIEW ST

NEWHOPE ST

Hazard

HAZARD AV

CELESTE ST

GATES ST

MOONRIDGE AV

Install high visibility crosswalks, and transition striping !

TODDY ST

11TH ST

Rosita

262

CI R

HOLLYLINE AV

Santa Clara Nursery School

Willowick Golf Course

B ER

ROSITA ST

E L MW OO D D R

W O OD DR

HURLEY ST

MICHAEL ST

TAFT ST

PLEASANT ST

Rosita Park

Rosita Elementary

Rosita Install signage and Elementary pavement markings School

ROOSEVELT AV

C ATALINA ST

REDWOOD DR 7TH ST

RHONDA AV

Install RRFB or PHB pedestrian crossing

Install high visibility crosswalks, and transition striping

SAIL ST

HAZARD AV

Install high visibility crosswalks, and COMO AV transition striping COMO AV

NEWHOPE ST

EUCLID ST

PARSONS PL

CADDY CIR

ROSITA ST

ALENE CIR

SHEFFIELD ST

E V ON D A S T

TODDY ST

TAFT ST

KERN AV

HOLLYLINE AV

Santa Clara Nursery CHAPTER 5 // PRIORITY PROJECTS School

IS BER N

PLEASANT S

CAPITAL AV

! !

ELAINE DR

JACKSON ST

BEWLEY ST

HARBOR BLVD

ELM PARK DR

Willowick Golf Course

! ! !

GUNTHER ST

FIGUEROA ST

MORSE DR

LA VERGN WY

R E E K DR

! !

FOREST SP RING DR

LL YC

WILLARDSON WY

MOUNTAIN VIEW ST

NEWHOPE ST

Hazard Elementary

Rosita Park

MOONRIDGE AV

HAZARD AV

CELESTE ST

WEST ST

GATES ST

TODDY ST

11TH ST

CI R

HOLLYLINE AV

Santa Clara Nursery School

*****

Parking protected bikeway in both directions

! !

Curb Ramp Status !

No Ramp

Visually Non-Compliant Visually Compliant

Proposed Bikeways Install high visibility Class I: Multi-Use Path Class II: crosswalk Bike Lanes !

Class IIB: Buffered Bike Lanes

Class III: Bike Route Class IV: Separated Bikeway !

Class V: Bike Blvd

Previous Plans

Exsiting Bikeways

Bus Stops

Legend

2018 ATP Grant

Class I: Multi-Use Path

Central Santa Ana (CSACS)

Class II: Bike Lanes

Safe Mobility Santa Ana (SMSA)

Class III: Bike Route

250 Feet

500

Class IV: Separated Bikeway Class III sharrows to keep on-street parking

Downtown Santa Ana (DTSA)

SANTA ANA ACTIVE TRANSPORTATION PLAN

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PROJECT 34

Recommended Facilities Class IIIB Bicycle Boulevard

E Saint Gertrude Place Project Length: 1.69 miles

Cost Estimate:

$837,880

Existing Conditions West Saint Gertrude Place is an east-west corridor that travels primarily through residential land uses. This corridor experiences low to moderate use from all modes of travel and connects the residential neighborhood to commercial uses along South Bristol Street and South Main Street. The corridor also connects the residential neighborhood to Memorial Park and Edison Elementary School. North Fairview Street is not well-lit, and the speed limit is 25 mph.

Opportunities and Constraints Dedicated bicycle facilities are not feasible due to the availability of the existing ROW along West Saint Gertrude Place. The streetâ&#x20AC;&#x2122;s posted speed, low traffic volumes, and proximity to Edison Elementary School, Memorial Park, the Pacific Electric Trail, and single-family residential land uses make this corridor ideal for a bicycle boulevard. Bicycle and pedestrian improvements have been implemented between Maple Street and Oak Street.

Recommendations

At a Glance

Schools

Parks

Bus Stops

25 mph

N/A

Under 10,000

Ped Collisions

264

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for West Saint Gertrude Place intend to transform this corridor into a bicycle boulevard. The project proposes greenback sharrow pavement markings and transition striping along the entire corridor. Improvements to the existing street lighting are also recommended to increase safety and visibility. A traffic circle is proposed at the intersection with South Van Ness Avenue. Pedestrian improvements include curb extensions, curb ramps, truncated domes, and enhanced crosswalk striping.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Green-back sharrow markings

Drought-tolerant trees to shade sidewalk

Adequate street lighting

Sidewalk with parkway

Enhanced crossing at Rousselle Street

Signage and wayfinding

Stop signs at Rosewoods Avenue

Potential Class III bicycle boulevard along Saint Gertrude Place

Diagonal parking at Memorial Park

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Figure 5-37: East Saint Gertrude Place Proposed Improvements

Install all missing truncated domes Install wayfinding signage and greenback sharrow pavement markings

Install curb extension and high visibility crosswalk Potential location for traffic circle and curb extensions. Include enhanced crossing markings

Install curb extension and high visibility crosswalk Install high visibility crossing

Install wayfinding signage and greenback sharrow pavement markings

266

CHAPTER 5 // PRIORITY PROJECTS

Install wayfinding signage and greenback sharrow pavement markings

Potential location for traffic circle and curb extensions. Include enhanced crossing markings

Install curb extensions, curb ramps, and yellow high visibility crosswaks

Install high visibility crosswalks

Install wayfinding signage and greenback sharrow pavement markings

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PROJECT 35

Recommended Facilities Class IIIB Bicycle Boulevard

W Wilshire Avenue Project Length: 1.50 miles

Cost Estimate:

$330,033

Existing Conditions West Wilshire Avenue is an east-west corridor that travels primarily through residential land uses. This corridor experiences low use from all modes of travel and connects the residential neighborhood to commercial uses along South Bristol Street and South Main Street. The corridor also connects the residential neighborhood to Martin Elementary School and Canaan Presbyterian Church. West Wilshire Avenue is not well-lit, and the speed limit is 25 mph.

Opportunities and Constraints Dedicated bicycle facilities are not feasible due to the availability of the existing ROW along West Wilshire Avenue. The streetâ&#x20AC;&#x2122;s posted speed, low traffic volumes, and proximity to Martin Elementary School and single family residential land uses make this corridor ideal for a bicycle boulevard.

Recommendations At a Glance

Schools

Parks

Bus Stops

25 mph

N/A

Under 10,000

Ped Collisions

268

Bike Collisions

MPAH

Speed Limit

ADTs

The recommendations for West Saint Gertrude Place intend to transform this corridor into a bicycle boulevard. The project proposes green-back sharrow pavement markings and transition striping along the entire corridor. Pedestrian improvements include curb extensions, adding curb ramps where missing, making existing curb ramps visually compliant with truncated domes, and adding enhanced crosswalk striping. Additionally, improvements to the existing street lighting are recommended to increase safety and visibility.

CHAPTER 5 // PRIORITY PROJECTS

Potential Street Configuration

Street Constraint Locations

Green-back sharrow markings

Drought-tolerant trees to shade sidewalk

Adequate street lighting

Sidewalk with parkway

Crossing and curb ramp at Broadway

Signage and wayfinding

School zone crossing at Flower Street

Potential Class IIIB bicycle boulevard along West Wilshire Avenue

Existing street configuration near Martin Elementary SANTA ANA ACTIVE TRANSPORTATION PLAN

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Figure 5-38: West Wilshire Avenue Proposed Improvements

Connect to future Class I multiuse path

Install high visibility crosswalks and transition striping Potential location for traffic circle and curb extensions. Include enhanced crossing markings and truncated domes

Install wayfinding signage and greenback sharrow pavement markings Install all missing truncated domes

Install high yellow visibility crosswalks

270

CHAPTER 5 // PRIORITY PROJECTS

Install all missing curb ramps Install high visibility crosswalks and transition striping

Install wayfinding signage and greenback sharrow pavement markings

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271

Cost Estimates Individual cost estimates were elaborated for each of the top 35 priority projects in this ATP. Each proposed facility was assessed from a high-level constructability perspective. Based on the assessment, the cost was calculated based on several factors:

• Construction/Material Cost: This cost identifies the materials needed to construct the proposed improvement and its associated unit cost.

• Design / Permitting / Management / Engineering / Civil Cost: A lump

sum based on a 50-150 percent of the construction/material cost was utilized for planning purposes.

Additionally, planning cost estimates for the other 30 priority projects are also provided based on the assumptions listed below. See Table 5-3 for all cost estimates.

Class I Multi-use Path Costs Unlike Class II and III facilities, Class I paths are separate from roadways, meaning that planning level cost estimation requires an average per-mile cost to be applied based on local conditions. Actual cost for a facility should be determined as part of project implementation. Depending on several factors, Class I multi-use path costs in the last few years have ranged between $750,000 and $2,800,000 per mile. For this plan, an average per-mile cost of $1,600,000 was used.

Class II Bicycle Lane Costs Class II bicycle lane cost can fall within a range of potential conditions. At the low end, it assumes that adequate space exists within the roadway to simply add bicycle lane striping and markings without modifying the roadway further that the roadway is in good condition and does not require maintenance or rehabilitation as part of the striping project, and no modifications to intersection signal equipment are assumed.

272

The high end in terms of cost occurs where the curb-to-curb width is not sufficient to install bicycle lanes and the roadway would need to be widened by at least 10 feet to accommodate them. This could therefore include widened pavement sections, new curb, gutter and sidewalk, and street light relocation. Intersections may also need to be modified to move signal equipment and install new curb returns. Proposed bicycle lanes were assigned an average per-mile cost of $61,000. This estimate also includes permitting, management, engineering and contingencies.

Class III Bicycle Route Costs This category assumes signage and shared-use pavement markings (“Sharrows”) only along the length of the route at intervals of 500 feet in each direction and at intersections, and that the roadway does not require rehabilitation or pre-construction maintenance. Class III bicycle routes were assigned an average per-mile cost of $47,000. This estimate also includes permitting, management, engineering and contingencies.

Class IV Separated Bikeway Costs Class IV separated bikeways can vary in costs due to the various segment and intersection treatments associated with them. Segment protection can range from raised curbs to simple treatments such as striping with on-street parking or reflective bollards. If curbs are built, stormwater utilities would also need to be considered. At intersections, additional striping, paint and in some cases, dedicated bicycle signals are needed. For planning costs, the assigned per-mile cost for separated bikeways use is $520,000.

CHAPTER 5 // PRIORITY PROJECTS

Table 5-3:â&#x20AC;&#x2021; Cost Estimates Rank

Cost

Rank

Warner Ave

Corridor

$4,897,109

E McFadden Ave

Corridor

N & S Fairview St

$3,814,536

17th St

W 1st St

$414,749

W Walnut St

Cost $1,758,061 $3,089,299 $633,720

N Main St

$1,706,051

N Lincoln Ave

$475,281

E Chestnut Ave

$179,345

S Lyon St

$594,929

S Raitt St

$257,185

E Santa Ana Blvd

$144,709

N & S Grand Ave

$2,286,008

Westminster Ave

$1,364,194

Edinger Ave

$565,235

Newhope St

$332,939 $1,422,154

S Main St

$1,041,714

E 15th St

N Bristol St

$1,036,587

Greenville St

$411,364

Euclid St

$593,487

N Tustin Ave

$1,025,212

W Segerstrom Ave

$3,977,354

W 5th St

$346,197

Washington Ave

$907,314

Shelton St

$465,650

N Broadway

$697,749

Civic Center Dr

$351,886

W Macarthur Blvd

$2,319,732

Hazard Ave

$519,553

McFadden Ave

$145,197

E Saint Gertrude Pl

$837,880

King St

$110,783

Wilshire Ave

$330,033

N Flower St

$868,769

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Table 5-3:â&#x20AC;&#x2021; Cost Estimates (Cont.) Rank

274

Cost

Rank

N Baker St

Corridor

$58,580

E Hobart St

$23,692

E 4Th St

$196,840

S Daisy Ave

$17,742

S Pacific Ave

$49,698

E Anahurst Pl

$51,416

Corridor

Cost

Pullman St

$65,923

Santiago Creek Bike Path

$652,147

S Ritchey St

$35,628

E Santa Clara Ave

$123,560

S Sullivan St

$69,463

Flood Control Eaasement

N Cabrillo Park Dr

$50,208

E Saint Andrew Pl

$35,975

Harbor Blvd

$956,129

Deere Ave

$26,167

$3,710,928

W Monta Vista Bike Path

$898,760

W Santa Clara Ave

$123,030

Alton Pkwy

$74,854

W Washington Ave

$32,425

S Cambridge St

$143,693

North Park Blvd

$20,233

W Glenwood Pl

$74,970

E Carnegie Ave

$29,498

N Santiago St

Wintersburg Channel Easement

$47,131

W Santa Clara Ave

$3,379,472

OC Streetcar

Alton Avenue Easement

$870,787

N Bush St

Fairhaven Ave

$430,325

N Santiago St

Broadway Pl

$166,330

$38,028 $2,768,000 $31,490 $130,000

06 Funding

Potential Infrastructure Funding Sources Federal, state, and local government agencies invest billions of dollars every year in the nationâ&#x20AC;&#x2122;s transportation system. Only a fraction of that funding is used to develop policies, plans, and projects to improve conditions for bicyclists and pedestrians. Even though appropriate funds are available, they are limited and often hard to find. Desirable projects sometimes go unfunded because communities may be unaware of a fundâ&#x20AC;&#x2122;s existence or may apply for the wrong type of grant. In addition, there is competition between municipalities for the limited available funds. Whenever federal funds are used for bicycle and pedestrian projects, a certain level of State and/or local matching funding is generally required. State funds are often available to local governments on similar terms. Almost every implemented active transportation or complete street program and infrastructure in the United States has had more than one funding source and it often takes a good deal of coordination to pull the various sources together. According to the publication by the Federal Highway Administration (FHWA), An Analysis of Current Funding Mechanisms for Bicycle and Pedestrian Programs at the Federal, State and Local Levels, where successful local bicycle infrastructure programs exist, there is usually an active transportation coordinator with extensive understanding of funding sources. Cities such as Seattle, Portland, and Tucson are prime examples. City staff are often in a position to develop a competitive project and detailed proposal that can be used to improve conditions for bicyclists and pedestrians within their jurisdictions. Some of the following information on federal and state funding sources was derived from the previously mentioned FHWA publication.

276

Table 6-1 identifies potential funding opportunities that may be used from design to maintenance phases of projects. Due to trends in Low Impact Development (LID) and stormwater retention street designs, funding sources for these improvements not only increase the chances for first and last mile improvements, but can also be incorporated into streetscape and development projects. The funding sources are arranged into federal, State, local, and private categories. The right side of the table lists both typical and atypical approaches to address each funding source. Many funding sources can be accessed through atypical project approaches such as including an urban forestry, LID, or culture and history component.

CHAPTER 6 // FUNDING

Table 6-1: Funding Sources FINDING, FRAMING AND FUNDING A PROJECT

FUNDING USES Atypical Approaches

Implementation

FUNDING ORIGIN

Maintenance and Operations

FUNDING SOURCE

CIP Development

Typical Approaches

First and Last Mile

Urban Forestry

Back to Nature

Low Impact Development

•

Culture and History

Federal Funding Sources Land and Water Conservation Fund (LCWF)

U.S. National Park Service/California Department of Parks and Recreation

Urban Community Forestry Program

U.S. National Park Service

Surface Transportation Program (STP) Federal Highway Administration (FHWA)/Caltrans Highway Safety Improvement Program (HSIP) Transportation Alternative Program (TAP)

Federal Highway Administration (FHWA)

Recreational Trails Program

Federal Highway Administration (FHWA)/Regional agency may also contribute

EPA Brownfields Clean Up and Assessments

U.S. Environmental Protection Agency

• • • • • • •

• • • • •

Sustainable Communities Planning Grant and Incentive Program Urban Revitalization and Livable Communities Act

U.S. Dept. of Housing and Urban Development (HUD)

•

Community Development Block Grants ACHIEVE, Communities Putting Prevention to Work, Pioneering Communities

Center for Disease Control and Prevention

•

• • • • • • • • •

•

• •

• • • • • •

SANTA ANA ACTIVE TRANSPORTATION PLAN

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Table 6-1: Funding Sources (Cont.) FINDING, FRAMING AND FUNDING A PROJECT

FUNDING USES

Urban and Community Forest Program Department of Agriculture, Forest Service Community Forest and Open Space Conservation Choice Neighborhoods Implementation Grants

Department of Housing and Urban Development, Office of Public and Indian Housing

Safe Routes to School, Mini-grants

National Center for Safe Routes to School and Caltrans

Metropolitan and Statewide and Nonmetropolitan Transportation Planning Urbanized Area Formula Grants Bus and Bus Facilities Formula Grants Enhanced Mobility of Seniors and Individuals with Disabilities Formula Grants for Rural Areas TOD Planning Pilot Grants

278

Federal Transit Administration (FTA)

• • • • • • • • • •

• • • •

Atypical Approaches

Implementation

FUNDING ORIGIN

Maintenance and Operations

FUNDING SOURCE

CIP Development

Typical Approaches

• • • • •

First and Last Mile

• • • • • • • •

Urban Forestry

Back to Nature

Low Impact Development

• •

• • •

• • • • •

•

Culture and History

CHAPTER 6 // FUNDING

Table 6-1: Funding Sources (Cont.) FINDING, FRAMING AND FUNDING A PROJECT

FUNDING USES Atypical Approaches

Implementation

FUNDING ORIGIN

Maintenance and Operations

FUNDING SOURCE

CIP Development

Typical Approaches

First and Last Mile

Urban Forestry

Back to Nature

Low Impact Development

•

• • • • • •

• •

Culture and History

State Funding Sources Land and Water Conservation Fund (LCWF) Statewide Park Program Prop 84 Round 2 Recreational Trails Program Proposition 117 - Habitat Conservation California Department of Parks and Recreation (DPR) Nature Education Facilities Watershed Program Stormwater Flood Management Prop. 1E Roberti-Z’Berg-Harris (RZH) Grant Program - Prop 40 Aquatic Center Grants

Department of Boating and Waterways

• • • • • • • • • • • • • • • • •

• • •

• •

• • •

•

SANTA ANA ACTIVE TRANSPORTATION PLAN

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Table 6-1: Funding Sources (Cont.) FINDING, FRAMING AND FUNDING A PROJECT

FUNDING USES

Community Based Transportation Planning, Environmental Justice and Transit Planning Active Transportation Planning Grants (ATP) California Department of Transportation (Caltrans) Regional Improvement Program Safe Routes to School Programs(SR2S)

280

Traffic Safety Grants

California Office of Traffic Safety

Local Partnership Program - Competitive and Formulaic

California Transportation Commission (SB 1 funds)

Coastal Conservancy Grants

California Coastal Conservancy

Non-point Source Pollution, Watershed Plans, Water Conservation (Props 13, 40, 50 and 84)

State Water Resources Control Board

Sustainable Communities Planning, Regional SB 375

Strategic Growth Council/Dept of Conservation

Environmental Enhancement and Mitigation (EEMP)

California Natural Resources Agency and Caltrans

California River Parkways and Urban Streams Restoration Grant

California Natural Resources Agency/Department of Water Resources

Strategic Growth Council Urban Greening Program

California Natural Resources Agency

California Cap and Trade Program

Cal EPA, Air Resources Board

Urban Forestry Program (Leafing Out, Leading Edge and Green Trees Grants)

California Department of Forestry and Fire Protection (CAL FIRE)

• • • • •

Atypical Approaches

Implementation

FUNDING ORIGIN

Maintenance and Operations

FUNDING SOURCE

CIP Development

Typical Approaches

• • • •

• • • • • • • • • • • • •

First and Last Mile

Urban Forestry

Back to Nature

• • • • • • • • •

Low Impact Development

Culture and History

• • • • • • • • • •

• • • • • •

• • • • • • •

• •

CHAPTER 6 // FUNDING

Table 6-1: Funding Sources (Cont.) FINDING, FRAMING AND FUNDING A PROJECT

FUNDING USES Atypical Approaches

Implementation

FUNDING ORIGIN

Maintenance and Operations

FUNDING SOURCE

CIP Development

Typical Approaches

First and Last Mile

Urban Forestry

Back to Nature

Low Impact Development

• • •

• • • •

• • •

•

Culture and History

Local Funding Sources Special Habitat Conservation Programs Special Parks and Recreation Bond Revenues

Regional MPOs/Local Cities

Special Transportation Bonds and Sales Tax Initiatives * Advertising Sales/Naming Rights ** Community Facilities District (CFD) ** Infrastructure Financing District (IFD) ** Facilities Benefit Assessment District (BFA) Easement Agreements/Revenues ** Equipment Rental Fees ** Facility Use Permits Fees Fees and Charges/Recreation Service Fees Food and Beverage Tax **

Local Jurisdictions

• • • • • • • • • • • • • • • • • • • • • • • • •

• • • •

•

• • • •

• • • • • • • •

SANTA ANA ACTIVE TRANSPORTATION PLAN

281

Table 6-1: Funding Sources (Cont.) FINDING, FRAMING AND FUNDING A PROJECT

FUNDING USES Typical Approaches

General Obligation Bonds ** Intergovernmental Agreements Lease Revenues Mello Roos Districts Residential Park Improvement Fees ** Local Jurisdictions Park Impact Fees Traffic Impact Fees In-Lieu Fees Pouring Rights Agreements Private Development Agreements Surplus Real Estate Sale Revenues

282

Implementation

General Fund****

Maintenance and Operations

FUNDING ORIGIN

CIP Development

FUNDING SOURCE

Atypical Approaches

• • • • • • • • • • • •

• • • • •

• • •

• • • • • • • •

First and Last Mile

Urban Forestry

Back to Nature

Low Impact Development

Culture and History

• • • • • • • • • • • •

CHAPTER 6 // FUNDING

Table 6-1: Funding Sources (Cont.) FINDING, FRAMING AND FUNDING A PROJECT

FUNDING USES

Revenue Bond Revenues Sales Tax Revenues Transient Occupancy Tax Revenues

Local Jurisdictions

Wastewater Fund Reserves Utility Taxes Business Improvement Districts (BID) Maintenance Assessment Districts (MAD)

Non-profits, Business Organizations or City

Property Based Improvement Districts (PBID) Landscape Maintenance District (LMD) Various Sports Field Grants

Various Agencies, Foundations and Corporations

Community Health Initiatives

Kaiser Permanente

America’s Historical Planning Grants

National Endowment for the Humanities

Corporate Sponsorships Private Corporations Private Sector Partnerships

Atypical Approaches

Implementation

FUNDING ORIGIN

Maintenance and Operations

FUNDING SOURCE

CIP Development

Typical Approaches

• • • • • • • • • • • • • • • • • • • • • • • • • • • •

First and Last Mile

Urban Forestry

Back to Nature

Low Impact Development

Culture and History

• • • • •

• • •

• • • • •

• • •

•

• • • •

• • •

• •

•

• • •

SANTA ANA ACTIVE TRANSPORTATION PLAN

283

Table 6-1: Funding Sources (Cont.) FINDING, FRAMING AND FUNDING A PROJECT

FUNDING USES Typical Approaches

Non-Profit Corporations

Foundation Grants

Private Foundations

Private Donations Private Individuals Irrevocable Remainder Trusts Targeted Fund-raising Activities

284

Local Jurisdictions

Implementation

Non-Profit Partnerships

Maintenance and Operations

FUNDING ORIGIN

CIP Development

FUNDING SOURCE

Atypical Approaches

• • • • •

First and Last Mile

Urban Forestry

Back to Nature

Low Impact Development

Culture and History

• • •

•

• • • • •