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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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Agenda Packet
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Public Works
Item #
32
Date
6/4/2024
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tions such as schools, parks, and retail. Research has shown that PHBs <br />tend to have a 90 percent motorist compliance rate versus RRFBs, <br />which tend to have an 80 percent motorist compliance rate. Traditional <br />pedestrian signals with countdown timers at signalized intersections <br />tend to have a near 100 percent compliance rate. Signals and warn- <br />ing devices should be paired with additional pedestrian improvements <br />where appropriate, such as raised tables, curb extensions, enhanced <br />crosswalk markings, lighting, median refuge islands, corresponding <br />signage, and advance yield markings to mitigate multiple threat crash- <br />es on multi -lane roadways. <br />Pedestrian Lighting <br />Pedestrian -scale lighting provides many practical and safety benefits, <br />such as illuminating the path and making crossing walkers and bicy- <br />clists more visible to drivers. Lighting can also be designed to be fun, <br />artistic, and interactive and increases the feeling of safety for people <br />waiting for the bus at night. <br />Signal Timing Adjustments <br />Signal timing adjustments can be made to slow down traffic, prioritize <br />pedestrians and bicycles crossing with lead pedestrian or bicycle in- <br />tervals, and reduce congestion by coordinating signal times. Signal <br />timing is designed best in protected phases, incorporating protected <br />and unprotected left turn. For the safety of pedestrians, left turn phas- <br />ing should typically be protected rather than protected -permissive or <br />permissive only phasing. NYC DOT has been testing some alternatives <br />to protected phasing such as "Partially Split Phasing" that may be used <br />for situations aiming to reduce delay. <br />5.2 Strategies and Performance Measures <br />The Santa Ana Vision Zero Plan outlines an initial set of projects and <br />measures that the City of Santa Ana and its partners can implement to <br />work toward the goal of achieving zero transportation -related deaths <br />and serious injuries on our streets and trails by 2040. The City will im- <br />plement this plan by applying for grant funding or integrating projects <br />into the CIP program, and then providing dedicated staff to carry out <br />the action items. All agencies and stakeholders will continue to work <br />together within the community to build a culture of safety. <br />The Vision Zero Action Plan is a living document that will evolve over <br />time, as needed, as it builds on the Safe Mobility Santa Ana plan as well <br />as other plans before that. After funding has been procured, the goal <br />is to implement the projects within a 10 year time frame, using both <br />data -driven and qualitative metrics to track progress. <br />The best practice performance measures are listed below, each of <br />which are meant to quantify the impact and effectiveness of Vision <br />Zero projects and programs. Identifying and employing several strat- <br />egies will help the City update the public on progress and advance ef- <br />forts for the upcoming year. The City must decide on the metrics that it <br />deems the most important to allocate limited resources towards. Each <br />year, the overarching goal is for collision trends to decrease, while <br />increasing the mode split for walking and bicycling, which increases <br />safety due to the "Safety in Numbers" phenomenon. Note from the <br />metrics that equity plays a critical role in performance measures. Annu- <br />ally, tracking the following infrastructure and programmatic data points <br />are key. <br />• Percent of total citywide street mileage dedicated to active transpor- <br />tation facilities (such as bicycle parking, street closures, Class I, II, and <br />IV bicycle facilities, and complete sidewalk networks). <br />• Number of CIP projects funded per year that address safety issues. <br />• Percent of streets where posted speed limits have been reduced, <br />focusing around schools and parks. <br />• Total miles of on -street bikeways defined by streets with clearly <br />marked or signed bicycle accommodations. <br />• Total miles of streets with pedestrian improvements. <br />• Percent of bicycle networks in the most disadvantaged neighbor- <br />hoods. <br />• Number of grants funded per year that address equity -related safety <br />issues. <br />• Number of intersections where signals have been optimized for peo- <br />ple with disabilities and active transportation. <br />• Number of bicycle and pedestrian safety programs. <br />86 <br />
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