Item 32 - Santa Ana Vision Zero Plan

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tions such as schools, parks, and retail. Research has shown that PHBs tend to have a 90 percent motorist compliance rate versus RRFBs, which tend to have an 80 percent motorist compliance rate. Traditional pedestrian signals with countdown timers at signalized intersections tend to have a near 100 percent compliance rate. Signals and warn- ing devices should be paired with additional pedestrian improvements where appropriate, such as raised tables, curb extensions, enhanced crosswalk markings, lighting, median refuge islands, corresponding signage, and advance yield markings to mitigate multiple threat crash- es on multi -lane roadways. Pedestrian Lighting Pedestrian -scale lighting provides many practical and safety benefits, such as illuminating the path and making crossing walkers and bicy- clists more visible to drivers. Lighting can also be designed to be fun, artistic, and interactive and increases the feeling of safety for people waiting for the bus at night. Signal Timing Adjustments Signal timing adjustments can be made to slow down traffic, prioritize pedestrians and bicycles crossing with lead pedestrian or bicycle in- tervals, and reduce congestion by coordinating signal times. Signal timing is designed best in protected phases, incorporating protected and unprotected left turn. For the safety of pedestrians, left turn phas- ing should typically be protected rather than protected -permissive or permissive only phasing. NYC DOT has been testing some alternatives to protected phasing such as "Partially Split Phasing" that may be used for situations aiming to reduce delay. 5.2 Strategies and Performance Measures The Santa Ana Vision Zero Plan outlines an initial set of projects and measures that the City of Santa Ana and its partners can implement to work toward the goal of achieving zero transportation -related deaths and serious injuries on our streets and trails by 2040. The City will im- plement this plan by applying for grant funding or integrating projects into the CIP program, and then providing dedicated staff to carry out the action items. All agencies and stakeholders will continue to work together within the community to build a culture of safety. The Vision Zero Action Plan is a living document that will evolve over time, as needed, as it builds on the Safe Mobility Santa Ana plan as well as other plans before that. After funding has been procured, the goal is to implement the projects within a 10 year time frame, using both data -driven and qualitative metrics to track progress. The best practice performance measures are listed below, each of which are meant to quantify the impact and effectiveness of Vision Zero projects and programs. Identifying and employing several strat- egies will help the City update the public on progress and advance ef- forts for the upcoming year. The City must decide on the metrics that it deems the most important to allocate limited resources towards. Each year, the overarching goal is for collision trends to decrease, while increasing the mode split for walking and bicycling, which increases safety due to the "Safety in Numbers" phenomenon. Note from the metrics that equity plays a critical role in performance measures. Annu- ally, tracking the following infrastructure and programmatic data points are key. • Percent of total citywide street mileage dedicated to active transpor- tation facilities (such as bicycle parking, street closures, Class I, II, and IV bicycle facilities, and complete sidewalk networks). • Number of CIP projects funded per year that address safety issues. • Percent of streets where posted speed limits have been reduced, focusing around schools and parks. • Total miles of on -street bikeways defined by streets with clearly marked or signed bicycle accommodations. • Total miles of streets with pedestrian improvements. • Percent of bicycle networks in the most disadvantaged neighbor- hoods. • Number of grants funded per year that address equity -related safety issues. • Number of intersections where signals have been optimized for peo- ple with disabilities and active transportation. • Number of bicycle and pedestrian safety programs. 86