Item 32 - Santa Ana Vision Zero Plan

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