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

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20 Potential Solutions The City’s Mobility Element includes a Class IV bikeway along First Street. With the recent downgrade from six to four lanes and the removal of First Street from the MPAH, there is sufficient space within the curb-to-curb roadway width to integrate the Class IV facility. As OCTA Route 64 (which runs along First Street) is one of the busiest bus routes in Orange County, improvements that address on-time performance, rider experience, access, and safety must be key to proposed recommendations. HDR has developed a series of potential cross sections that work within the available curb-to-curb width that improve bicycle and transit facilities within the study area. While these cross sections address the typical 84’ width of the roadway, modifications would be needed at signalized intersections and through the railroad undercrossing. These details will be further discussed during the development of 30% plans. City of Santa Ana | First Street Multimodal Boulevard Study RFP NO. 25-029 | E. Proposed Work Plan DESIGN ELEMENTS OPPORTUNITIES CONSTRAINTS EXISTING CONDITIONS The existing configuration includes 10’ lanes, 11’ lanes adjacent to the median, a 14’ median, and 4’ striped shoulders for a total of approximately 84’ curb-to-curb. BRT LANE/BIKES IN BRT LANE This option converts the outside lane to a shared bus- bicycle lane. Given the existing roadway width, a 16’ bus lane could be provided to allow for an “advisory” bike lane or space within the bus lane. The remaining lanes would be 11’ with a 12’ median. A physical barrier between the transit lane and the mixed flow lanes is not required, but could be considered. •Improves transit performance by providing curbside running service •More cost effective as there is no need for floating bus islands (however, there may be a consideration for a bike bypass area behind bus stops to reduce conflicts) •With 15-minute headways between buses, bicycles would have a dedicated lane most of the time •Design would need to consider bicycle/bus conflict at stops and intersections CLASS IV BICYCLE LANES / TRANSIT IN MIXED FLOW WITH BUS ISLANDS This option provides traditional Class IV directional bicycle lanes with a raised physical barrier (such as a landscaped buffer). Lanes would remain at 11’ and the median could remain untouched. •Improves quality of bicycle conditions; entices less experienced cyclists •Directional cycle track does not require bicycle signals as bicycles travel with the flow of traffic •Could help reduce the pedestrian crossing distance •Protected intersections could also be considered at intersections where buffered bicycle lanes are present or planned •Buses stop in travel lane at bus islands which may impact traffic flow CLASS IV BI-DIRECTIONAL BIKEWAY WITH BUS LANES This option provides for a bi-directional Class IV facility. To control project costs, it is recommended this lane be placed at street grade and separated either by a raised median or other raised physical barrier. To accomplish this section, the bi-directional lane would be 10’ wide with a 2’ buffer, 11’ bus lanes, 10’ travel lanes, and 10’ median. •Improves quality of bicycle conditions; entices less experienced cyclists •Buses would stop in dedicated bus lane at a floating bus island •Bicycles would raise up to the grade of the sidewalk •Design would need to consider the alignment of the cycle track through bus stops •Short blocks and driveway spacing disrupts continuous bicycle flow, resulting in increased conflict areas •To accommodate bi-directional cycle track traffic, signal modifications would need to include both bicycle and bus signals •Median would be narrowed and median nose would be removed BIKE LANE WITH BUS ONLY LANE This option converts the outside lane to a dedicated Class IV directional bikeway and a dedicated transit-only lane. To accomplish this cross section, 10’ lanes, 11’ bus lanes, a 10’ median, a 1.5’ buffer with delineators, and 5’ bikeways would need to be provided. •Consistent with the City’s Mobility Element for Class IV facility •Bus would have dedicated lane, which could improve performance •Conflict between buses, vehicles, and bicycle would need to be evaluated at driveways and intersections to provide adequate line of sight •To accommodate this configuration, the lanes and median are reduced to their absolute minimum, which may be a comfort issue for buses and drivers Table 3: Potential Solutions