Public Works Agency
https://www.santa-ana.org/pw
Item # 7
City of Santa Ana
20 Civic Center Plaza, Santa Ana, CA 92701
Staff Report
February 17, 2026
TOPIC: First Street Multimodal Boulevard Study
AGENDA TI
TLE
First Street Multimodal Boulevard Study Work Study Session
RECOMMENDED ACTION
Discuss and provide direction to staff.
GOVERNMENT CODE §84308 APPLIES: No
DISCUSSION
The Public Works Agency is responsible for the administration and oversight of all Capital Improvement Projects in the City. Per the approved General Plan Update, First Street between Bristol Street and Tustin Avenue is envisioned as a multimodal corridor through a series of safety and infrastructure improvements and enhancements. The goal of these improvements is to benefit all users of First Street, including pedestrians, cyclists and public transportation users who utilize Orange County Transportation Authority’s (OCTA) Route 64, identified as one of the highest ridership bus routes in Orange County.
BACKGROUND
On April 12, 2023, OCTA submitted an application to the Southern California Association of Governments (SCAG) for Regional Early Action Planning (REAP 2.0) grant funding on behalf of the City. REAP 2.0 seeks to reduce vehicle miles traveled and facilitate the implementation of adopted regional and local plans to achieve these goals.
On July 6, 2023, SCAG awarded OCTA REAP 2.0 grant funds for planning, outreach, transit, active transportation, and transit signal priority projects, which included funding for the First Street Boulevard Multimodal Study. The study examines options to enhance transportation along First Street by evaluating the feasibility of various infrastructure improvements through extensive community outreach, field data analyses, modeling, design, and environmental clearance with the intent of identifying and designing a Locally Preferred Alternative (LPA). The study evaluates multimodal improvements that promote the safety and transportation goals included in the City’s recently adopted General Plan Mobility Element Update.
First Street Multimodal Boulevard Study
February 17, 2026
A Request for Proposals (RFP) was issued on February 25, 2025 seeking qualified firms to provide traffic engineering and transportation planning services for the First Street Multimodal Boulevard Study. On May 20, 2025, HDR Engineering, Inc. (HDR) was subsequently awarded an agreement to conduct the study. The Study commenced June 4, 2025 with a grant deadline of December 2026. Due to the compressed schedule, selection of an LPA in early 2026 will allow adequate time to develop 100% final engineering and design. OCTA has been awarded grant funding of up to $2 million for the construction of the LPA but this falls significantly short of the amount that will be needed for construction.
THE STUDY
The First Street Multimodal Boulevard Study is a comprehensive effort to re-envision approximately three miles of First Street from Bristol Street to Tustin Avenue as a safer, more accessible, and more equitable corridor for all users, including people walking, bicycling, riding transit, and driving. Initiated in May 2025, the Study responds to the City’s General Plan Mobility Element and community-identified needs to improve safety, reduce speed-related collisions, enhance access to transit, and better serve the corridor’s diverse and often vulnerable populations. The presentation is included as Exhibit 1.
The analysis, findings, and detailed technical documentation is summarized in a technical memorandum. The Technical Memorandum (Exhibit 2) documents existing conditions, traffic and safety analysis, equity assessment, community outreach, alternatives development, and evaluation of design concepts.
The Study corridor extends approximately three miles from Bristol Street to Tustin Avenue, crossing downtown Santa Ana, the railroad underpass, and the I-5 freeway interchange.
Figure 1: First Street Corridor
The Study evaluated existing conditions, conducted extensive technical analysis, and implemented a robust, multilingual community engagement process that reached more than 1,100 participants. Eight (8) initial multimodal options were developed and
First Street Multimodal Boulevard Study
February 17, 2026
evaluated. Based on performance metrics, policy alignment, and community and stakeholder input, three concepts emerged as the most viable alternatives.
PROJECT BACKGROUND
The City of Santa Ana's First Street Multimodal Boulevard Study aims to transform and improve the First Street corridor between Bristol Street and Tustin Avenue 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 First 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 adopted its updated General Plan Mobility Element, identifying First Street as a Pedestrian Opportunity Zone. This designation reflects the corridor’s importance as a place, not just a roadway, and its potential to support walking, bicycling, transit use, economic activity, and community life.
The First Street Multimodal Boulevard Study was initiated to:
• Improve safety for vulnerable roadway users;
• Reduce vehicle speeds and severe collisions;
• Enhance pedestrian comfort, shade, and amenities;
• Provide safe, connected bicycle facilities;
• Improve transit performance and rider experience; and • Reconnect neighborhoods divided by wide roadway crossings.
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 walk zones should have a minimum of 9 feet.
Figure 2: Best Street Practices
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February 17, 2026
EXISTING CONDITIONS AND KEY FINDINGS
A walk audit was conducted, along with traffic modeling, origin-destination travel pattern analysis, safety analysis, and an in-depth assessment of existing pedestrian, bicycle, and transit conditions to establish the existing conditions of the First Street corridor.
An equity assessment was also completed as part of this analysis. The following presents a high-level overview of the existing conditions analysis. Additional information, including methodology, data, and other detail can be found in the Technical Memorandum (Exhibit 2).
Key multimodal findings include:
• Continuous sidewalks exist, but widths are often constrained and crossings are infrequent;
• No continuous, protected bicycle facilities currently exist, resulting in widespread sidewalk riding;
• Posted speeds of 40–45 mph are incompatible with the surrounding land uses and pedestrian activity;
• Signalized crossings are spaced far apart, creating barriers between north–south neighborhoods;
• Existing tree canopy is inconsistent with limited access to shade; • Bus stops lack dedicated shelter lighting, wayfinding signage, and real-time arrival displays;
• Pedestrian and bicycle crashes account for approximately 23% of all reported collisions—significantly higher than typical for similar arterials.
Figure 3: Key Findings
Key findings from the existing traffic operations analysis include:
• Daily traffic volumes generally operate at level of service (LOS) C or better; • Intersections operate at LOS D or better under existing conditions; • Excessive speeds outside peak hours are common and strongly correlated with severe crashes.
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Per the City’s General Plan Mobility Element (Policy M-1.4, Motor Vehicle Level of Service), intersections of arterial streets shall maintain at least a LOS of D, except in areas planned for high intensity development or traffic safety projects.
EQUITY CONSIDERATIONS
The study area has higher than average rates of poverty, seniors living in poverty, renters who are cost-burdened, and residents with limited English proficiency. Travel behavior analysis shows high rates of walking and transit use, particularly among seniors and lower-income residents.
These findings underscore the importance of prioritizing safety, accessibility, and comfort for those who rely most on walking, bicycling, and transit.
COMMUNITY ENGAGEMENT
Robust community engagement was conducted from June through January 2026 using a multi-tiered strategy that included:
• In-person and virtual workshops;
• Pop-up events at community festivals, events, and meetings; • Surveys, dedicated project website, and online tools; • Stakeholder, agency, and interdepartmental meetings;
• Community working groups and neighborhood association meetings; • Spanish and Vietnamese interpretation.
More than 1,100 people and 35 community partners were engaged throughout the process. Across all phases, consistent priorities emerged:
• Strong desire for protected bicycle facilities;
• Wider sidewalks, additional and safer crossings, especially near schools and bus stops;
• Improved bus stops, lighting, and shade;
• Concerns about speeding and traffic safety;
• Interest in designs that balance vehicle movement with safety and livability.
A summary of all outreach and engagement conducted is provided in Exhibit 3.
CONCEPT DEVELOPMENT
The following presents an overview of the breadth of options developed, including the top options that emerged through the process.
Initial Options
Eight (8) multimodal design options were developed within the existing right-of-way, varying in:
First Street Multimodal Boulevard Study
February 17, 2026
• Number of vehicle travel lanes;
• Type and placement of bicycle facilities;
• Type, placement, and size of landscaped medians and buffers; • Pedestrian zone width;
• Transit treatments, including bus lanes.
These options were presented at Workshop 2 and evaluated through technical analysis and a variety of public preference activities. Based on evaluation results, three (3) concepts advanced for detailed technical analysis and public review at Workshop 3.
Each concept incorporates the same corridor-wide safety enhancements, including:
• New signalized mid-block crossings. These four crossings are proposed at Shelton Street, Booth Street, west of Wright Street and between Golden Circle Drive and Tustin Avenue. Each location would be equipped with a HAWK signal, high visibility markings and signage and a paved area in the median as a refuge island.
• T
ighter curb radii to slow turning vehicles . Most existing curb radii are 35’ with some larger such as at the I-5 southbound ramps. For all City intersections, the curb radius is tightened to 25’, which slows the turning speed of vehicles and improves safety for pedestrians.
• I
ntersection improvements. Based on the traffic analysis, improvements to intersections will include extending left-turn pockets in areas where queuing has the potential to block through traffic and the provision of new right-turn pockets at locations with high pedestrian and bicycle activity.
• Hig h -visibility crosswalks. At all signalized intersections and on STOP controlled side streets, high visibility bicycle crossing and crosswalks are recommended.
Continental style with high retro reflectivity is recommended for maximum visibility at night. Crosswalks near school zones should be evaluated for yellow markings and signage.
• I
mproved street lighting. This includes evaluating the corridor to ensure minimum lighting requirements are met and adding pedestrian scale lighting within the pedestrian and bicycle zone.
• Transit signal priority (TSP). Adding technology to the buses and to the traffic signal to help bus on-time performance is critical to improving access to transit.
The City will work with OCTA to identify the appropriate technology and implementation strategies.
• E mergency Vehicle Preemption (EVP). All traffic signals will include GPS-based preemption technology to improve emergency response times. • Improved landscape and streetscape for the corridor. Street trees, low level landscape, drainage swales and other treatments will be integrated to help reduce the heat envelope along the corridor and to capture urban run- off. Additional places to rest and improved bus stops are also key to the overall corridor design. Creating a uniform plant palette and furniture design will create a cohesive feel and character along the corridor.
First Street Multimodal Boulevard Study
February 17, 2026
CONCEPT OVERVIEW
Fact sheets for each concept are provided in Exhibits 4, 5, and 6.
Option 1: Multi-Use Path Concept
• Maintains six vehicular travel lanes;
• Introduces shared pedestrian/bicycle path on the south side at the sidewalk level; • Sidewalk on the north side;
• Maintains existing vehicle capacity but includes shared spaces.
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Option 2: Enhanced Pedestrian and Bicycle Zone Concept
• Five travel lanes;
• Separated, protected bicycle facilities on both sides; • Wider sidewalks with landscape buffers;
• Reallocates one westbound travel lane to prioritize safety and comfort; • Includes bus pull outs to maintain traffic flow;
• Extends left-turn pocket lengths and introduces new right-turn pockets at intersections identified to have operational impacts;
• Some traffic operational tradeoffs, but overall can be implemented without significant impacts to traffic.
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Option 3: Bus Lanes and Bikeway Concept
• Four general-purpose lanes plus dedicated transit-only bus lanes; • Protected bicycle facilities on both sides;
• Significant transit performance benefits;
• Greatest potential mode shift but highest traffic operational tradeoffs.
Concepts East of Zoo Lane
For the eastern segment (I-5 to Tustin Avenue), a consistent four-lane configuration to match the existing cross-section of First Street within City of Tustin limits with expanded pedestrian and bicycle zones is proposed across all alternatives, building on a planned
First Street Multimodal Boulevard Study
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City rehabilitation project and Caltrans’ Freeway Ramp Active Mobility Enhancement Study (FRAMES) concept. This configuration is consistent with the vision and design standards included in the Metro East Mixed-Use Overlay Zone. The Fact Sheet for the East Side Concept is provided in Exhibit 7.
TRAFFIC EVALUATION OF CONCEPTS
Traffic modeling using VISSIM was conducted for opening year (2028) and design year (2048) conditions. Detailed traffic operational results are included in Exhibit 1.
Key findings include:
• All concepts generally operate at acceptable levels of service in the opening year with targeted intersection improvements;
• Some intersections experience increased delay under lane-reduction scenarios, particularly near freeway ramps;
• End-to-end travel times increase slightly under the five-lane concept and increase significantly under the four-lane concept;
• East- side four-lane configuration operates acceptably in both opening and design years;
• Long-term traffic patterns will be further evaluated in coordination with OCTA to account for potential traffic redistribution.
EVALUATION OF CONCEPT BENEFITS
Using the goals of this project, input and feedback from the community, and the technical analysis conducted to date, a comparison of the benefits for each concept was developed. The comparison (“Harvey Ball” rating) is based on how each concept improves conditions by mode compared to the existing conditions. The table below summarizes the results of this exercise (full shade = meets goal; not shaded = does not meet goal).
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NEXT STEPS
Staff will carefully review the analysis, findings, and community input and prepare a Final Technical Memorandum. Based on community input and technical analysis, staff will return to Council with a recommendation for selection of the Locally Preferred Alternative.
ENVIRONMENTAL IMPACT
There is no environmental impact associated with the action.
FISCAL IMPACT
First Street Multimodal Boulevard Study
February 17, 2026
There is no fiscal impact associated with this action.
EXHIBIT(S)
1. Presentation
2. Technical Memorandum
3. Outreach and Engagement Fact Sheet
4. Option 1: Multi-Use Path Concept Fact Sheet
5. Option 2: Enhanced Pedestrian and Bicycle Zone Concept Fact Sheet
6. Option 3: Bus Lane and Bike Lane Concept Fact Sheet
7. East Side Concept Fact Sheet
Submitted By: Rodolfo Rosas, P.E., Acting Executive Director – Public Works Agency
Approved By: Alvaro Nuñez, City Manager
[First Street – Work Study Session
[Public Works, Traffic]
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Slide 1
First Street Multimodal
Boulevard Study
Work Study Session
[First Street – Preferred Concepts]
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Slide 2
Why First Street?
Citywide Statistics
• 55% of population with no
access to a private vehicle1
• 21,916,743 combined bus
boardings and alightings
2 • Over 17,000 daily bicycle trips
and 53,000 daily pedestrian
trips
3 Car
83%
Transit
3%
Walk
4%
Bike
2%
Work from
Home
8%
Mode Share4
Car Transit Walk Bike Work from Home
1 US Census Bureau, 2018 American Community Survey, Car Access & Ownership
2 OCTA Bus Ridership by City, Santa Ana 2024
3 Santa Ana Bicycle and Pedestrian Master Plan, 2012
(extrapolated to 2024)
4 US Census Bureau, 2024 American Community Survey, Means of Transportation
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Slide 3
Why First Street?
First Street Corridor Statistics
250+ Bikes per Day
85% on Sidewalk
*All data collected in March 2025
20,000 to 36,000
vehicles per day
Up to 2,900
Daily Boardings
Walking accounts
for 30% of Trips
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Slide 4
Why Improve First Street?
Why First Street?
Collision Data
Comparison of Collision Data on Streets with Similar Volumes (2022-2025) Location
Total
Collisions
Total
Injured
Avg number
of days
between
collisions
Average
number of
days between
injuries
Ped/
Bike
Ped/Bike
Injury ADT
1st from Bristol to Standard 323 249 1.13 1.47 38 33 47,140 Harbor from McFadden to Westminster 211 142 1.73 2.57 28 22 44,490 17th from Santiago to Tustin 154 121 2.37 3.02 22 21 34,739 6 fatalities
2 fatalities
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Slide 5
Travel Experience on First Street
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Slide 6
Existing Environment on First
• 6 Lanes
• 16 Traffic Signals
• Signals are
Coordinated
• Routes 65
• 12 Stops (each
direction)
• No Transit
Signal Priority
• 9-10' Sidewalks
• Controlled Crossings
Only at Signals
• 84' to Cross First
• No Existing
Bicycle Facilities
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Slide 7
Pedestrian & Bicycle Safety
Bicycles on Sidewalk E-bikes
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Slide 8
Pedestrian & Bicycle Safety
Up to 1/2 Mile Between
Marked Crosswalks
Up to 82 Feet
Across First Street
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Slide 9
Vulnerable Populations
Senior Population
Student Population
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Slide 10
Bus Stops & Lighting
Bus Stop Safety &
Access
Lack of Lighting
[First Street – Preferred Concepts]
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Slide 11
Existing Sidewalks
Narrow Sidewalks Curb Ramps
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Slide 12
Sight Distance
Limited Sight
Distance at
Standard Avenue
Dual Right Turns at I-
5 Freeway SB On-
Ramp
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Slide 13
Traffic Flow
Buses Block Lane Left Turn Pocket Queue
[First Street – Preferred Concepts]
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[February 17, 2026]
Slide 14
Traffic Flow
Traffic Congestion
Approaching I-5
Closely Spaced
Signals Downtown
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Slide 15
Project Background
• Funded through REAP 2.0 grant administered by OCTA and SCAG
• Grant focuses on improving access for low-income housing through improved multimodal options within existing right-of- way
• Scope includes existing conditions assessment, community engagement, alternatives analysis, feasibility studies, and 100% design of the Locally Preferred Alternative
• December 2026 grant deadline, condensed schedule
• $2M in grant funding secured for construction, OCTA/City staff concurrently identifying additional funding sources
• HDR Inc., a global traffic engineering and transportation planning firm, was awarded contract in May 2025
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Slide 16
Project Goal
The project's goal is to improve the travel environment along First Street and connect people to places through a variety of reliable, safe, and affordable travel options.
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Slide 17
Comprehensive Data Collection
Traffic/Bike/Ped Counts
Field Visit
LiDar Survey
Traffic Modeling
Bus Rider Experience
Equity Studies
Walk Audit
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Slide 18
Safety Assessment
–Long distance between
marked / controlled
crosswalks across First Street
–High traffic speed
–Visibility (lighting and at
intersections)
–Absence of or discontinued
bike facilities
–Pedestrian signal violation
CATEGORY
NUMBER OF REPORTED CRASHES IN YEAR
TOT
AL
%
SHA
RE
2017 2018 2019 2020 2021 2022 2023 2024
CRASH SEVERITY
[PEDESTRIAN-INVOLVED]
Fatal Injury 0 1 1 1 2 0 1 0 6 10.7%
Severe Injury 1 1 0 0 2 1 2 2 9 16.1%
Minor Injury 5 3 0 0 5 4 8 2 27 48.2%
Complaint of Pain 4 1 0 0 1 1 4 3 14 25.0%
All Reported Crashes 10 6 1 1 10 6 15 7 56 -
CRASH SEVERITY [BICYCLE-
INVOLVED]
Fatal Injury 0 0 0 0 1 1 0 0 2 3.9%
Severe Injury 0 0 0 0 1 0 0 0 1 1.9%
Minor Injury 5 0 0 0 1 8 6 4 24 46.2%
Complaint of Pain 4 3 0 0 3 6 1 8 25 48.1%
All Reported Crashes 9 3 0 0 6 15 7 12 52 -
Source: Statewide Integrated Traffic Records System (SWITRS), 2017- 2024
[First Street – Preferred Concepts]
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Slide 19
Posted Speed vs. Observed Speed
85th Percentile Speeds
43 to 46 mph
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Slide 20
Survival Rates by Age and Speed
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Slide 21
Directional Volume and CapacityExisting Daily Traffic Volumes 0 5,000
10,000
15,000
20,000
25,000
Baker to
Shelton
Parton to
Ross
West of
Spurgeon
East of
Garfield
Standard to
Grand
West of
Wright
West of
Cabrillo Park
Drive
Golden
Circle to
Tustin
AvenueEastbound Westbound
3 lanes
2 lanes
(16,900)
(25,300)
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Slide 22
Benefits &
Trade-Offs
Analysis (3)
Community
Workshop 2
Community
Workshop 1
Existing
Conditions
Analysis
Community
Workshop 3
Narrow to 8
Options
Technical
Analysis
Feasibility
Assessment
Present
Options to
Stakeholders
Identify
Potential
Options
Identify
Issues
Identify 3
Potential
Concepts
Initial
Benefits &
Trade Offs
Analysis (8)
Workshops Held at Roosevelt-Walker Community Center
Data
Collection
Field
Walk
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Slide 23
How people use First Street today,and
the improvements that would make it
safer and more comfortable to travel.
What we heard:
• Need for safer walking and biking
access
• Missing crosswalks in several
locations
• Mixed feedback on adding bike
lanes
• Interest in improved sidewalk
amenities (bus stops, lighting,
shade)
• Concerns about peak-hour traffic
increases
Reviewed eight preliminary design
alternatives developed from community
input, technical analysis, and feedback
from the virtual survey. What we heard:
• Preference for six-, five-, and four-
lane travel lanes, with bus lane
options.
• Protected bike paths from street
traffic and transit signal priority at
intersections
• More shade trees and landscape
areas
• Mid-block-controlled crossings to
reduce jaywalking and improve
pedestrian access
• Need for sidewalk safety and street
lighting improvements
Reviewed three redefined design
concepts developed from community
input, technical analysis, and a virtual
poll. What we heard:
• Support for a design that
balances traffic with safety,
accessibility, and environmental
enhancements
• Urgency for pedestrian and
bicyclist safety, calling for raised
crosswalks, protected
intersections, complete
sidewalks, and fully separated
bike paths
• Travel congestion concerns and
mixed support on reducing
travel lanes
[First Street – Preferred Concepts]
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[February 17, 2026]
Slide 24
Community Input Summary
• Safety
• Lighting
• Landscaping
• Bikes in Dedicated
Space
• Traffic Flow
• Existing Bus Stop
Safety
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Slide 25
In-Person Touch Points
Workshops – 185 participants
Workshop Series #1 (one in person, one
virtual)
36 people, 102 comments
Workshop Series #2 (two in person, 3
hours each)
67 people, 88 comments
Workshop Series #3 (two in person, 2
hours each)
82 people, 237 comments
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Slide 26
In-Person Touch Points
Pop Up Events
• Jim Rodeo (Jim Thorpe Elementary School)
• Fiestas Patrias
• SEVA Food Pantry Drive Thru (2)
• Chicano Heritage Festival
• Latino Health Access Senior Group
• Walk to School Day
• Santa Ana High School Youth Club Meeting
• Santa Ana College Career Fair
• ATP Mixer
• Coffee with the Mayor
• Faith Leaders Meeting
• Neighborhood Association Leadership Meeting
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Slide 27
In-Person Touch Points
Neighborhood Association Meetings (11)
• Artesia Pillar (1)
• Downtown, Flower Park, and Artesia Pillar Combined (1) • Heninger Park (2)
• Pacific Park (3)
• Pico Lowell (1)
• Saddleback View & Zoo District Combined (1)
• Willard (1)
• Valley Adams, Centennial Park, Laurelhurst, and Shadow Run (1)
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Slide 28
Online Participation
Website
3,180 visits – Aug 2025 to Present
English – 2,091
Spanish - 552
Vietnamese - 537
Online Surveys
521 Responses
Q&A Survey (2 weeks, Sept 2025)
First Street issues, challenges
feedback
• Responses: 120
Video with Design Options
Survey (1 month, Oct 2025)
Feedback on eight design options
• Responses: 207
• Comments: 194
Social Media
8,584 unique
interactions
and impressions
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Slide 29
Focused Meetings
Stakeholders (28)
• City of Santa Ana
• City of Tustin
• County of Orange
• Caltrans
• OC Health Care Agency
• OCTA
• Orange County CEO's Office
• Orange County Fire Authority (OCFA)
• Santa Ana Senior Center
• Environmental and Transportation
Advisory Committee (ETAC)
Stakeholders Contacted (28),
• Orange County Business
Council
• Santa Ana Chamber of
Commerce
• Mercy House
• Santa Ana Historical
Preservation Society
• Thrive Community Land Trust
• LIUNA - Local 652
• SEIU USWW - Local 1877
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Slide 30
Stakeholders (28)
Focused Meetings
• Santa Ana Unified School District (SAUSD)
• Raymond A. Villa Fundamental Intermediate School
• Carver Elementary
• Garfield Elementary School
• John F. Kennedy Elementary School
• Roosevelt-Walker Academy
• Santa Ana City College
• Martin R. Heninger Elementary School
• Santa Ana High School
• Edward B. Cole Academy
• Rancho Santiago Community College District
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Slide 31
Focused Meetings
City Department Meetings (5)
• Santa Ana City Projects Review Meeting
• Orange County Fire Authority
• Santa Ana Police Department
• Community Development Agency
• Planning and Building Agency
Community Based Organizations (5)
• The Bicycle Tree
• Orange County Environmental Justice
• Santa Ana Active Streets
• Latino Health Access
• Orange County Communities Organized for
Responsible Development (OCCORD)
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Slide 32
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Slide 33
Elements Included in All Options
Improvements to sidewalk quality,
landscape and trees, curb ramps,
new high-visibility crosswalks, ADA
access, and transit signal priority
will be included & emergency pre-
emption (GPS), fire hydrants
adjacent to curbs.
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Slide 34
New Controlled Pedestrian Crossings
• Shelton St.
• Booth St.
• New Signal at Lacy
St.
• Between McClay St.
& Wright St.
• East of Cabrillo Circle
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Slide 35
West Side
3 Concepts Developed
(Bristol Street to Zoo Lane)
East Side
1 Concept
(Zoo Lane to Tustin Avenue)
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Slide 36
West Side Concepts (3)
West Side
(Bristol Street to Zoo Lane)
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[February 17, 2026]
Slide 37
Multi-Use Path Concept
Maintains six (6) travel lanes with a shared pedestrian and bicycle path on the south side
Concept 1
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Slide 38
Multi-Use Path Concept
Six (6) travel lanes with a shared pedestrian and
bicycle path on the south side
Concept 1
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[Public Works, Traffic]
[February 17, 2026]
Slide 39
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 40
Five (5) travel lanes with a sidewalk and a separated bikeway at the sidewalk level on each side
Enhanced Pedestrian and
Bicycle Zone Concept
Concept 2
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 41
Five (5) travel lanes with a sidewalk and a separated
bikeway on each side
Enhanced Pedestrian and
Bicycle Zone Concept
Concept 2
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 42
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 43
Bus Turnouts (WB)
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 44
Bus Lanes and Bikeway
Concept
Four (4) travel lanes and two (2) bus lanes with a sidewalk and bikeway on each side
Concept 3
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 45
Bus Lanes and Bikeway
Concept
Four (4) travel lanes and two (2) bus lanes with a sidewalk and bikeway on each side
Concept 3
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 46
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 47
Enhanced Pedestrian &
Bicycle Concept
Travel Time Comparison (Opening Year)
EB:
WB:
EB:
WB:
EB:
WB:
AM PM
-2:05
-0:03
-0:09
-0:59
-2:12
+0:30
0:00
+1:30
+0:49
+0:27
+1:48
+3:01
AUTO:
Multi Use Path
Concept
Bus Lane/Bike
Lane Concept
1 2
3 [First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 48
Enhanced Pedestrian &
Bicycle Concept
Travel Time Comparison (Opening Year)
EB:
WB:
EB:
WB:
EB:
WB:
AM PM
BUS:
Multi Use Path
Concept
Bus Lane/Bike
Lane Concept
-3:57
+2:12
-2:17
+0:43
-4:11
+2:58
-2:01
+1:35
-3:39
+0:35
-4:04
+2:23
1 2
3 [First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 49
Limited separated pedestrian &
bicycle facilities
Narrow sidewalk for utilities,
lighting and streetscape
Highest increase in travel time
2-minute bus travel time savings
Dedicated pedestrian & bicycle
facilities
Narrowest crossing distance across
First Street
Maximum area for landscape
Minimal change in travel time
Westbound right turn pockets and
bus turnouts
Widens sidewalk on one side
Maintains or improves travel times
Limited safety improvements
1 2 3
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 50
East Side Concept (1)
East Side
(Zoo Lane to Tustin Avenue)
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 51
Four (4) travel lanes with a sidewalk and a separated
bikeway on each side
4 Lanes with Enhanced Pedestrian &
Bicycle Zone
[First Street – Preferred Concepts]
[Public Works, Traffic]
[February 17, 2026]
Slide 52
Questions