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The Warner Avenue Street Widening project has a longer construction schedule than the protected bike <br />lane project. Construction phasing is paramount for reducing the cost and potential schedule impact <br />for both projects. Two major construction activities that can start as part of the widening project prior <br />to bike lane construction are utility relocations and storm drain main west of railroad. Primary street <br />widening construction work can be ahead of the bike lane project. Temporary traffic control measures <br />and design features such as temporary asphalt concrete (AC) berm can be used for traffic safety and <br />temporary drainage purposes. <br />Another element to be considered is integrating the design with the Warner Avenue widening and <br />Standard Avenue protected bike lane projects. Both projects are expected to be in construction <br />simultaneously. Therefore, providing design solutions for the ultimate condition will reduce the <br />construction cost for all three projects. <br />Based on our experience working on identical projects —as well as our recent working history with the <br />City on the Santa Ana Boulevard and 5th Street Bike Lane, Warner Avenue Improvement, and Main <br />Street Corridor Improvement projects within the same area in the city —we have prepared our approach <br />to the primary design elements of the project. <br />Bike Lane Design <br />Forms of separation — A successful bike lane facility seeks to <br />provide more protection for bicyclists specifically at vehicular and <br />pedestrian conflict zones. Choosing the right blend of form of <br />separation will enhance safety, while considering construction cost <br />and right-of-way impacts. Per the FHWA Separated Bike Lane <br />Planning and Design Guide, raised median width can be reduced <br />to 16 inches in constraint areas. Delineators can be installed on <br />median noses where visibility for large vehicles is a point of concern. <br />Bus stop treatment — Bus stops are a point of conflict between <br />pedestrians and bicyclists. Providing advance warning signage and <br />striping for the bike lane will reduce chance of a collision at bus <br />stops. Other treatments can be utilizing a raised crosswalk at the <br />transit stop island platform. This option will result in bicyclists <br />reducing their speed as they get close to the bus stop. <br />d e d d a -- �— --. µ-- v <br />a �c � EIT <br />d _ c <br />d 4 <br />a � v <br />u c q q <br />b 7 <br />q a <br />d <br />I <br />�a- 6 in Typal <br />Curb Height <br />Cminvaus <br />ICan allaw <br />drainage gaps) <br />hlantlrg Strlpa <br />1op11onallh <br />16 in Pref bred <br />hLnIrnurn <br />Median width can be <br />narrowed at constraint areas <br />v <br />vV <br />4 a <br />� <br />� <br />b <br />bV <br />a <br />9 I <br />I <br />Raised crosswalk and adequate advance signing enhance safety at transit stops <br />City of Santa Ana TRRD77006.2020 8 Kimley>» Horn <br />