Item 18 Agreement with HDR Engineering, Inc. to Conduct the First Street Multimodal Boulevard Study

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City of Santa Ana | First Street Multimodal Boulevard Study RFP NO. 25-029 | E. Proposed Work Plan 16 Project Understanding A REAP 2.0 grant was submitted by OCTA on behalf of City of Santa Ana, with the goal of transforming First Street from its current auto-centric design to an integrated, multimodal corridor that reflects the needs of the community. Having downgraded the roadway from six lanes to four lanes in the Mobility Element and removing First Street from the OCTA Master Plan of Arterial Highways (MPAH), the City is well positioned to move forward with this transformative change. These changes to City planning documents demonstrate the City’s support for improving multimodal access and providing the capacity needed to integrate a dedicated space for non-automobile users. However, before we can develop solutions, we must first identify the current mobility challenges and barriers along First Street. The following key issues have been identified based on a preliminary site assessment and field visit. Lack of Bicycle Facilities There is a 4’ striped shoulder that is not an existing bicycle lane. There is also a lack of bicycle storage facilities such as racks or lockers. Bicyclists were regularly observed riding on the sidewalks, indicating a discomfort riding with traffic. Curb Cuts/Non-ADA Compliant Curb Ramps Driveways are potential conflict points between vehicles and non- motorized users. Clear line of sight and a continuous path of travel for pedestrians will be key considerations when identifying solutions for the corridor. This is also critical at intersections, where there appears to be a mix of compliant and non-compliant ramps. Distances Between Controlled Crosswalks In a downtown setting, 0.25 miles is the ideal spacing for marked crossings. In a more suburban setting, 0.50 miles can be considered acceptable. When crossings are infrequent, pedestrians and bicyclists will cross at uncontrolled and unmarked locations unexpectedly, creating safety concerns. To connect housing with goods and services, the study should consider mid-block crossings at select locations and should be aligned with low-income housing projects, high-volume transit stops, and high-volume activity centers. Challenging Crossings at Signalized Intersections At 84’, a typical pedestrian will require approximately 28 seconds to cross First Street. While some of the larger intersections have left turn phasing for vehicle traffic, smaller streets like Standard Street only have a “green ball” indication for permissing left turns. This creates a conflict point between vehicles turning left onto First Street and pedestrians in the crosswalk. This configuration can be a safety concern and should be looked at closely to determine if there has been a history of pedestrian-involved crashes or near misses. Leading pedestrian intervals and narrowing the road with bus islands and other features can be used to help reduce crossing distance, increase awareness of pedestrians, and improve overall safety. Bus Performance and Rider Experience With more than a million boardings in FY 19-20, OCTA Bus Route 64 runs along First Street and is one of the highest volume transit routes in Orange County according to the Santa Ana Transit Cooperative Study. Observations along the corridor indicated that throughout the day, passengers are waiting for the bus at most stops along First Street. Repurposing the outside lane as a transit lane may help improve transit performance through the City. While the Transit Study evaluated the potential benefits of queue jump lanes, transit signal priority, and other features, the opportunity to further explore a dedicated bus lane or a shared bus bicycle lane could help address bus delay issues and address potential conflicts between buses and bicyclists. Regardless of the solution, the goal of this project will be to simplify access to transit stops and allow for the implementation of transit priority technology or signal improvements to improve overall transit performance, despite the loss of a travel lane on the corridor. The condition of, amenities at, and access to existing stops will also need to be fully reviewed, and will include recommendations to improve the quality of the rider experience and access to bus stops. Figure 6 on page 19 and Table 3 on page 20 further discuss the challenges, concerns, and potential solutions that HDR has identified for the corridor. REAP 2.0 is funded through the Coronavirus Fiscal Recovery Fund of 2021 and supplemental funding from the State General Fund. The purpose of the funding is to support transformative planning and implementation strategies that connect people to places. The goals include developing multimodal communities that reduce the reliance on the single occupant vehicle trip and provide opportunities to shift trips to transit, walking, and bicycling. In order to achieve the desired outcomes of this program, OCTA will be looking for transformative and impactful planning improvements that result in a change in trip behavior. Projects should also include both planning and implementation, including final engineering and environmental clearance, as well as future steps for funding, phasing, and an plan to move from vision to reality. Technical Approach Identifying barriers to mobility options and developing solutions that encourage non-automobile trips is the heart of this project. Given the grant deadline and the need to submit final plans in order for the City to be reimbursed for their investment, meeting the accelerated schedule will be the main driver of success. The HDR team is proposing a highly integrated approach that provides enough time for the public to have thoughtful and meaningful input on the vision and solutions for the corridor, while we work in parallel with the City’s engineering team in developing design plans that will move the projects towards reality. This section outlines our overall vision and approach to four key aspects of project delivery. E. Proposed Work Plan