55C - RESO - FIXED GUIDEWAY PROJECT

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After careful review and consideration of the Stage 2B initial screening results, it was determined that the BRT Alternative would be eliminated from further consideration because it was projected to carry significantly fewer riders than the streetcar alternatives, which coupled with a substantial capital and annual 0 &M costs, would make the alternative less cost effective in terms of both capital and O &M costs per rider. Therefore, the remaining conceptual alternatives included: • Streetcar Alternative Brown Street /Santa Ana Boulevard /Civic Center /5`" Street; and • Streetcar Alternative Santa Ana Boulevard /41" Street. A detailed technical evaluation was performed on the reduced set of alternatives resulting from the initial screening. The reduced set of alternatives included the following: TSM Alternative. Consistent with FTA guidelines, the TSM Alternative enhances the mobility of existing transportation facilities and the transit network without construction of major new transportation facilities or significant, costly physical capacity improvements. It, therefore, emphasizes low cost (i.e., small physical) improvements and operational efficiencies such as focused traffic engineering actions, expanded bus service, and improved access to transit services. Figure 2 -3 is a map of the proposed routes for the TSM bus network enhancements. Included within the TSM Alternative are modifications and enhancements to selected bus routes in the Study Area; intersection /signal improvements; and bus stop amenity upgrades. The TSM Alternative would provide increased transit operations and service levels along roadways within the Study Area which currently support fixed route bus transit. Streetcar Alternative 1. To connect the City of Garden Grove with SARTC in Santa Ana, Streetcar Alternative 1 would utilize the PE ROW, an abandoned and vacant rail right -of- way owned by OCTA, through the western half of its alignment and generally operate along Santa Ana Boulevard, and 4t' Street on the way to SARTC. The 4.2 -mile alignment for Streetcar Alternative 1 would include 12 stations. Figure 2 -4 shows the alignment and the station locations for Streetcar Alternative 1 . It is anticipated that the streetcar system would operate seven days a week with 10- minute headways during peak periods and 15- minute headways during off -peak periods. The streetcars would be electrically powered using an overhead contact system and a series of Traction Power Substations (TPSSs) located intermittently along the alignment. In Streetcar Alternative 1, the Downtown segment features couplet operations with the westbound streetcar alignment on Santa Ana Boulevard, and the eastbound streetcar alignment on 4t" Street. For the eastbound transition from Santa Ana Boulevard to 4" Street, a direct route would be provided from Santa Ana Boulevard along a public easement on the southern edge of Sasscer Park to 4" Street. LPA Decision Report July 2014 55C -37 2.8 1 Page