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Santa Ana Safe Mobility Plan I Revised Scope of Work City of Santa Ana, CA In recognition of the need to balance the many objectives of the local transport system, including travel time reliability, safety, and meeting the mobility needs of a variety of roadway users, we will provide multiple alternatives where appropriate (which may vary by cost, ease of implementation, impacts to other modes, etc.) for consideration by city staff. Recommendations will include innovative and creative street improvement options and will note instances where any of the proposed solutions are outside of existing guidelines (see Task q). The improvements will range from location specific capital improvement projects to systemic changes in operations that will increase safety over time citywide. As important to the decisions about projects is the cultural shift in street design and operations that will reduce speed and other factors contributing to Santa Ana's safety record. There are a number of improvements that will be suggested with a range of costs and impacts traffic operations, including: • High visibility zebra crossing markings, with advanced warning signage • Speed control measures, which are an essential element of a Vision Zero policy to improve safety for all roadway users without compromising vehicular level of service. Signal timing along a corridor, for example, can be set to allow fora smooth flow of traffic at speeds that are safer for all roadway users • Flashing beacons including HAWK signals or Rectangular Rapid Flash Beacons (RRFBs) to increase yielding rates at mid - block crossing locations • Protected bicycle lanes • Median Refuge Islands, identified byFHWA as a proven safety measure, that can be implemented on roadways with existing center turn lanes • Traffic control modifications or bicycle traffic signals, to provide periods where walking and bicycling movements are separated from vehicle turning movements (e.g., leading or lagging pedestrian intervals); additional measures such as no light turn on red or protected left turn phases may also be appropriate • Green paint, which can be used to raise awareness at potential conflict points between vehicles and people on bicycles (e.g., driveways or freeway entrance ramps) • Bicycle boxes, which increase visibility of people on bicycles at signalized intersections where collisions with right turning vehicles is likely common • Road diets, an FHWA recognized proven safety countermeasure, offering the possibility of also implementing median refuge islands and bike lanes • Targeted enforcement at high crash locations or corridor • Use of symbolic warning and regulatory signs for non - English language readers. Other improvements can be implemented on a citywide basis, as fixture City standard practices, or may be more long term in nature. These can guide the vision set forth in the Circulation Element and Active Transportation Plan, including: • Identifying roadways for potential reclassification can introduce flexibility in design that recognizes walking and biking activity patterns and demand • Ongoing educational activities that clarify roadway user behavior for multiple modes, provided in multiple languages and /or utilizing recognizable symbols rather than words. Outreach can also alert users to new facilities, such as bicycle boulevards parallel to arterial corridors • Corridor access management is a longer -term FIl WA recognized proven strategy which can be incorporated into the Circulation Element and Active Transportation Plan, identifying corridors with excess driveways which serve as potential conflict points. NelsonlNygaard Consulting Associates, Inc 110 25F -19