Item 19 - City Council Work Study Session Regarding the First Street Multimodal Boulevard Study

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Memo Date: Thursday, January 15, 2026 Project: First Street Multimodal Corridor Study To: Mike Arizabal , Senior Transportation Analyst, City of Santa Ana Public Works Agency From: Dawn L. Wilson, PE TE, Project Manager, HDR Subject: First Street Multimodal Corridor Study Project Overview Initiated in May 2025, HDR has been working closely with City of Santa Ana to develop multimodal improvements that address mobility barriers for all users along First Street. Project extents reach from Bristol Street to Tustin Avenue, approximately 3 miles through downtown, past two schools , passes under the railroad tracks, and crosses through the I-5 interchange. This technical memorandum provides an overview of the project’s progress and the tasks completed through December 2025, which included existing conditions assessment, development of 8 options and refinement to three corridor concepts, technical analysis of the options, and extensive outreach with the public, stakeholders and community groups . Project Background The City of Santa Ana's First Street Multimodal Boulevard Study (Study) aims to transform and improve the First Street corridor between Bristol Street and Tustin Avenue (see Figure 1) for all modes of transportation. A multimodal street is one that balances the needs of all users, including people walking, biking, riding transit, and driving–while also functioning as a community space that supports social, economic, and environmental vitality. Boulevards and major streets like Firs t Street play a vital role in cities, not only as conduits for mobility, but as central public spaces shared by residents, visitors, and people of all ages and abilities. In 2022, the City of Santa Ana (City) updated its General Plan Mobility Element (Mobility Element) and identified First Street as a Pedestrian Opportunity Zone to be reconfigured for multimodal improvements. Pedestrian Opportunity Zones are defined as an area that supports or should support high levels of pedestrian activity due to its proximity to activity centers, mixed-use development, and transit stops. These zones are intended to foster a walkable and vibrant public realm through improvements such as wider sidewalks, safer crossings, and an enhanced streetscape. Figure 2 shows examples of best street practices for pedestrian facilities. Vibrant urban boulevards with amenities and storefronts should have a minimum width of 15 feet. Urban streets with trees should have a minimum of 12 feet to still allow for comfortable pedestrian space. Streets with small trees and walking zones should have a minimum of 9 feet. A walk audit was conducted, along with traffic modeling, origin-destination analysis, and an in-depth assessment of existing pedestrian, bicycle, and transit conditions to establish the