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<br />HDR will monitor travel behaviors
<br />and evaluate land uses through
<br />this section to see where
<br />crossings are occurring. Similar to
<br />work done on the Valley Boulevard
<br />Project, a marked crossing would
<br />need to be accompanied by
<br />features that raise awareness
<br />and visibility of the pedestrians,
<br />such as hybrid beacons, signage,
<br />and high visibility crosswalks.
<br />This may result in median and
<br />access modifications.
<br />This constrained section will need
<br />special attention, as it is unlikely
<br />a single lane in each direction
<br />under the bridge to maintain
<br />the dedicated bus and bicycle
<br />facility will be approved. Physical
<br />modifications are prohibitive
<br />due to schedule, cost, and the
<br />complexity in working with the
<br />railroad. Recommendations may
<br />include striping modifications
<br />and improvements to connecting
<br />streets to create a bicycle detour.
<br />When traffic signals are closely
<br />spaced, intersection design will
<br />need to be carefully considered.
<br />Some of these intersections
<br />lack protected phasing on the
<br />side streets. Leading pedestrian
<br />intervals and lines of sight
<br />near bus stops will need to be
<br />evaluated, along with crash
<br />history, to see if there is a history
<br />of issues through this section.
<br />Special trip generators (e.g., zoo,
<br />schools, DMV, and churches)
<br />create travel patterns and peaks
<br />that differ compared to typical
<br />morning/afternoon commutes.
<br />When considering geometric
<br />changes near these facilities,
<br />additional data may be needed to
<br />address off-peak conditions. Similar
<br />to our work on Laguna Canyon
<br />Road, HDR will leverage big data
<br />to help understand the patterns,
<br />peaks, and daily traffic counts.
<br />With businesses abutting the
<br />sidewalk, the ability to integrate
<br />new landscape, bus stop, or
<br />streetscape elements is limited.
<br />HDR will look for opportunities to
<br />integrate treatments that improve
<br />the non-automobile environment.
<br />This includes working with
<br />businesses to improve the sidewalk
<br />interface. Quick build elements that
<br />fund frontage improvements are an
<br />effective way to quickly engage and
<br />encourage business participation.
<br />HDR will focus on identifying
<br />improvements that address
<br />safety and improve visibility
<br />for pedestrians and bicyclists.
<br />Improving signage, removing
<br />free right turns, and adding
<br />high-visibility crosswalks,
<br />flashing beacons, green conflict
<br />striping, and bicycle lane buffers
<br />are a few examples of simple
<br />improvements that require
<br />minimal Caltrans coordination.
<br />Proving a consistent cross section
<br />across and on both sides of the
<br />freeway can help minimize visual
<br />barriers. This includes extending
<br />the raised median across the
<br />freeway bridge and into this
<br />corridor section. Integrating
<br />common street furniture,
<br />landscaping, and lighting and
<br />maintaining a consistent cross-
<br />section creates a cohesive space
<br />when barriers exist. This should be
<br />carried to the City of Tustin border.
<br />This section is flanked by
<br />commercial businesses with
<br />limited residential. Traffic signals
<br />are approximately 0.5 miles apart.
<br />While most intersections are side
<br />street stop-controlled, there are
<br />breaks in the median that allow for
<br />limited left turn access. There are
<br />no controlled pedestrian crossings
<br />in this section.
<br />Starting at Birch, block lengths
<br />shorten to approximately 300’
<br />between intersections. There are
<br />four signalized intersections in this
<br />quarter-mile stretch, all of which
<br />connect to downtown Santa Ana.
<br />The intersection spacing is ideal
<br />for pedestrian access. No bicycle
<br />facilities are provided through
<br />this section.
<br />East of Bush, the raised landscape
<br />median returns, controlling access
<br />to side streets. Despite numerous
<br />bus stops, the only marked
<br />crossings are 0.5 miles apart at
<br />the signalized intersections at
<br />Bush and Standard. Commercial
<br />uses, including many auto repair
<br />businesses, flank both sides of
<br />First Street. Sidewalks are narrow,
<br />with many businesses abutting the
<br />sidewalk. It is not uncommon to
<br />see bicycles using the sidewalk.
<br />East of Standard, First Street
<br />narrows to two lanes in each
<br />direction as it crosses under the
<br />railroad. Sidewalks through this
<br />section are narrow and there are
<br />no bicycle facilities. Bicyclists
<br />are commonly seen riding on
<br />the narrow sidewalk. Due to the
<br />concrete embankments on both
<br />sides, there is no refuge area for
<br />pedestrians or bicyclists when
<br />conflicts occur on the sidewalk.
<br />At Grand, First Street returns to
<br />six lanes. Residential, hotel, and
<br />offices make up much of the land
<br />use through this section, as well as
<br />some retail. Sidewalks are wider
<br />and some have shade trees. The
<br />only controlled crossings are at
<br />the signalized intersections at
<br />Grand and Zoo.
<br />Navigating the I-5 interchange
<br />can be tricky for non-motorized
<br />users. From the sweeping curb
<br />radius at the I-5 NB on-ramp that
<br />encourages high turn speeds, to
<br />the narrow sidewalk across I-5,
<br />to the lack of bicycle facilities,
<br />this section is uninviting and
<br />challenging to navigate.
<br />East of I-5, the land use transitions
<br />to more high density residential
<br />with some office and commercial.
<br />There is a mix of striped and
<br />raised medians, allowing more
<br />frequent left turns into and out
<br />of businesses and driveways.
<br />There continues to be a lack of
<br />controlled crossings connecting
<br />people from one side of First
<br />Street to the other. There are some
<br />shade trees along the sidewalks,
<br />but no facilities for bicycles. CHALLENGEHDR APPROACHCaltrans ROW Cabrillo Park to TustinRailroad UndercrossingD F GGrand to ZooEBristol to FlowerA Birch to BushB Bush to StandardC
<br />First StBristol StFlower StRoss StBroadwayBirch StSycamore StMain StDowntown PlazaBush StStandard AveGrand AveLyon StZoo LnCabrillo Park DrGolden Cir DrTustin Ave5
<br />B E FDCA G
<br />55NSignalized Intersections Local Bus Stops Express Bus Stops
<br />City of Santa Ana | First Street Multimodal Boulevard Study
<br />RFP NO. 25-029 | E. Proposed Work Plan
<br />Challenges and Special Concerns
<br />Figure 6: Challenges and Special Concerns
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