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Item 32 - Santa Ana Vision Zero Plan
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Item 32 - Santa Ana Vision Zero Plan
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6/18/2024 10:37:15 AM
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Agenda Packet
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Public Works
Item #
32
Date
6/4/2024
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6.4 Proposed Pedestrian and Bicycle <br />Projects <br />The following is a typical set of recommended improvements for all top <br />20 projects with minor variations noted on individual project pages. <br />Typical improvements include adding separated bike lanes, protected <br />intersections, high visibility continental crosswalks, pedestrian and bi- <br />cycle friendly signal timing, and bike -friendly bus stop configurations. <br />Separated Bike Lanes <br />Wherever space is available, the project sheets recommend Class IV <br />separated bikeways. Ideally, these bike lanes would include as much <br />buffer space between the vehicle travel lane and the bicycle travel <br />lane. This separation can be fit with flexible posts, poured concrete, <br />or parked cars to name a few. As a separated bike lane approaches <br />an intersection, the bike facility remains adjacent to the sidewalk and <br />between a right turn lane or general purpose lane. <br />Protected Intersections <br />Protected intersections with raised curb refuge islands (CRIs) at the <br />corners of intersections are recommended to provide a physical barri- <br />er between bicycles and vehicles that are turning right at intersections. <br />This provides the bicyclist some safety while waiting for the traffic sig- <br />nal to change and allows them to cross the street in the "crossbike" <br />This also gives the bicyclist a place to wait that is not on the sidewalk <br />where pedestrians are waiting. Three inch truck aprons are included <br />at the `front' of the curb refuge island to allow larger vehicles to make <br />turns without driving over the six inch raised curb. Detailed curb/apron <br />design configurations will be required at each corner prior to construc- <br />tion to accommodate the design vehicle and available right-of-way. At <br />the time of this plan, the City if finalizing the designs for a protected <br />intersection at Standard Avenue and McFadden Avenue. <br />High Visibility Continental Crosswalks <br />High visibility continental crosswalks are recommended at all sig- <br />nalized intersections and ideally at many unsignalized intersections <br />throughout the City. The bar markings should be inline with the car's <br />direction of travel without a solid transverse pavement marking. This <br />reduces the amount of vehicle tire markings and wear on the pave- <br />ment marking and reduces frequency of remarking the crosswalks. <br />Pedestrian and Bicycle Friendly Signal Timing <br />Pedestrian and bicycle friendly signal timing can provide people walk- <br />ing and bicycling with a few seconds `head start' before vehicles are al- <br />lowed to proceed, especially right -turning motorists. With a head -start, <br />people walking and bicycling occupy the crosswalks first and have pri- <br />ority over vehicles for safer crossings. This is known as a "Leading Pe- <br />destrian Interval" A "Leading Bicycle Interval" is similar but for people <br />biking and a "Leading Through Interval," common in Montreal, allows <br />through moving vehicles while holding right turning vehicles. <br />Bike -friendly Bus Stop Configurations <br />Bike friendly bus stop configurations ideally separate bike lanes, pe- <br />destrians, buses, and other vehicles in a manner that avoids conflicts. <br />Due to space constraints, this is not always possible and optional con- <br />figurations need to be implemented. A set of seven bus stop and bike <br />lane configurations are detailed in section 6.5 and can be applied to <br />bus stops in project locations and throughout the City. <br />Project Recommendations <br />Table 6-4 displays a matrix of the proposed countermeasures at each <br />corridor and intersection location, followed by design concepts, cost <br />estimates, and characteristics are included for each of the twenty proj- <br />ect locations. These recommendations are in additions to the Citywide <br />systematic countermeasures that have been recommended for across <br />the City of Santa Ana. <br />The top five one -mile study corridors were taken further with leverage <br />of a separate, concurrent SCAG-funded project to develop engineer- <br />ing concepts, cost estimates, and renderings to pursue future grant <br />funding to advance each of the projects' implementation. The project <br />teams from both that project and this Plan worked closely together to <br />align efforts and recommendations. The output of the SCAG project <br />can be found in Appendix D. <br />96 <br />
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