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HomeMy WebLinkAbout120795 PTS AgendaAGENDA TE1VIECULA PUBLIC/TRAFFIC SAFETY COMMISSION REGULAR MEETING TO BE HELD AT CITY HALL, MAIN CONFERENCE ROOM 43174 Business Park Drive Temecula, California Thursday, December 7, 1995 - 7:00 PM CALL TO ORDER: FLAG SALUTE ROLL CALL: COMMISSIONERS: Perry, Sander, Guerriero, Coe, Johnson PUBLIC COMMENTS A total of 15 minutes is provided so members of the public can address the Commission on items that are not listed on the Agenda. Speakers are limited to two (2) minutes each. If you desire to speak to the Commission about an item not listed on the Agenda, a pink "Request to Speak" form should be filled out and filed with the Commission Secretary. When you are called to speak, please come forward and state your name and address. For all other agenda items, a "Request to Speak" form must be fried with the Recording Secretary before the Commission gets to that item. There is a five (5) minute time limit for individual speakers. NOTICE TO THE PUBLIC All matters listed under Consent Calendar are considered to be routine and all will be enacted by one roll call vote. There will be no discussion of these items unless members of the Public/Traffic Safety Commission request specific items be removed from the Consent Calendar for separate action. COMMISSION CONSENT CALENDAR 1. Minutes of October 26, 1995 RECOMMENDATION: 1.1 Approve the Minutes of October 26, 1995 2. Red Curb to Facilitate Bus Stops RECOMMENDATION: 2.1 That the Public/Traffic Safety Commission approve the installation of two (2) 40 foot sections of red curb to prevent the obstruction of two (2) new bus stops. COMMISSION BUSINESS 3. Parking Restrictions - Ynez Road South of Solana Way RECOMMENDATION: 3.1 That the Public/Traffic Safety Commission recommend to City Council to restrict parking on Ynez Road between the northerly entrance to the Temecula Town Center and Solana Way. 4. Starlight Ridge Neighborhood Safety - Progress Report RECOMMENDATION: 4.1 Discussion Only 5. All-Way "Stop" - Nicolas Road at North General Kearny Road RECOMMENDATION: 5.1 That the Public/Traffic Safety Commission deny a request for two (2) additional "Stop" signs or a traffic signal at the intersection of Nicolas Road at North General Kearny Road. 6. "All-Way Stop" - Margarita Road at Santiago Road RECOMMENDATION: 6.1 That the Public/Traffic Safety Commission deny the request for two (2) additional "Stop" signs for Margarita Road at Santiago Road and place this intersection on the City's Signal Priority List for future signalization. 7. Mar~arita Road and Cara Way - Rancho Villa Del Mar Condominiums RECOMMENDATION: 7.1 That the Public/Traffic Safety Commission consider the concerns of the Rancho Villa Del Mar Condominium residents for parking, security, lighting, fencing and possible Fire Department emergency vehicle access modifications. 8. Election of Public/Traffic Safety Commission Chairperson and Co-Chairperson RECOMMENDATION: 9.1 The Chairman will entertain nominations from the Commissioners to select a Chairperson and Co-Chairperson to preside until the end of the calendar year 1996. 9. Traffic Engineer's Report 10. Police Chief's Report 11. Fire Chief~s Report 12. Commission Report ADJOURNMENT The next regular meeting of the City of Temecula Public/Traffic Safety Commission will be held on Thursday, January 25, 1996, at 7:00 P.M., Temeeula City Hall, Main Conference Room, 43174 Business Park Drive, Temecula, California. ITEM NO. I MINUTES OF A REGULAR MEETING OF THE CITY OF TEMECULA PUBLIC/TRAFFIC SAFETY COMMISSION OCTOBER 26, 1995 A regular meeting of the City of Temecula Public/Traffic Safety Commission was called to order on Thursday, October 26, 1995, 7:00 P.M., at the City Hall Main Conference Room, 43174Business Park Drive, Temecula, California. Chairman Knox Johnson called the meeting to order. PRESENT: COMMISSIONERS: 5 Coe, Guerriero, Perry, Sander, Johnson ABSENT: COMMISSIONERS: 0 None Also present were Traffic Engineer Marty Lauber, Police Sergeant Brandt, and Recording Secretary Joan Price. Chairman Johnson called for Public Comments on non-agenda items. PUBLIC COMMENT Frank Klein, 30180 Santiago Road, expressed concern on the conditions of the dirt roads in Temecula. He stated this is a health hazard. He suggested this matter be brought before the Commission as an agenda item in the future. He also stated that he would be available to present on this item. Don Maston, 42176 Cosmic, spoke as a resident of the Starlight Ridge area regarding the proposed traffic signal at Rancho California Road and Cosmic Drive. He recommended this be reconsidered and eliminated. He shared a petition signed by 150 residents who are in favor of eliminating the signal and support the closure of Cosmic Drive at Santa Cecilia Drive in order to alleviate the traffic problems that exist on these streets. Ken Bruckman, 42244 Cosmic Drive, President of Starlight Ridge Homeowners Association, expressed concern with excessive speeds through Cosmic Drive/Santa Cecilia Drive and Astroid Way. He also stated that he would keep coming before the Commission until resolution was'obtained. Commissioner Guerriero responded that the street closure or modification of traffic flow on public streets policy wilt be presented to the City Council for approval. He stated that this policy would assist residents in various ways to alleviate traffic problems such as those experienced in the Starlight Ridge area. Commissioner Perry stated that he was not satisfied waiting for Council's approval. Chairman Johnson closed the Public Comment at 7:10 P.M. Minutes. Pts\lO/26/95 PUBLIC/TRAFFIC COMMISSION MEETING OCTOBER 26, 1995 CONSENT CALENDAR 1. Minutes of Seotember 28, 1995 and Auoust 24, 1995 It was moved by Commissioner Guerriero and seconded by Commissioner Perry to approve the Consent Calendar Item No. 1.1 the minutes of August 24, 1995 and Item 1.2 the minutes of September 28, 1995, with correction of a presenter's name which is aero not ~:.~. The motion carried as follows: AYES: 5 COMMISSIONERS: Coo, Guerriero, Perry, Sander, Johnson NOES: 0 COMMISSIONERS: None ABSENT: 0 COMMISSIONERS: None 2. Status ReDort for Pala Road and Winchester Road Bridqes Traffic Engineer Marty Lauber introduced Kelly Donevan, Senior Civil Engineer with the Assessment District for the County of Riverside, to report on the Pala Road Bridge and the Winchester Road Bridge. Kelly Donevan presented three (3) different bridge routes being considered on Pala Road. He explained the cost for each alternative and where the money was to be obtained. The City of Temecula was awarded 2 grants for a total of 10 million dollars and other monies will be funded by the Bureau of indian Affairs. Tentative dates are: March of 1996 - design completed; March of 1997 - environmental studies completed; July 1997 - start of construction; and October 1998 is the tentative completion date. Mr. Donevan also highlighted the Winchester Road Bridge improvement which will tentatively begin in June 1996, with tentative completion in July 1997, prior to the opening of the new high school. He also stated a traffic signal will be temporarily installed on Murrieta Hot Springs Road and detours will be set up. Commissioner Johnson requested the public be notified prior to implementation of any detours. Mr. Donevan responded a public meeting would be scheduled and the press would be notified. 3. Status Reeort - Adoet-A-Street Litter Removal ProGram Brad Buron, Maintenance Superintendent reported that there had been only one participant in the program. Cub Scout Troop #302, Den 4 had applied in May, 1995 and had adopted a portion of Margarita Road up to Solana Way. Although the program has been widely advertised, however, no other group has come forward to apply. Information and advertisement on the program will be available at the Public Safety Expo on November 4, 1995. Minutes,Pts\10126195 PUBLIC/TRAFFIC COMMISSION MEETING OCTOBER 26, 1995 4. PoStincl a Soeed Limit on Pi0 Pic0 Road Between Mar~arita Road and De Portola Road Engineer Lauber reported that residents on Pio Pico Road are concerned with increased numbers of speeding vehicles and have requested a speed limit sign be posted. Engineer Lauber presented slides showing Pio Pico Road at various times of the day. The traffic signal prol~osed on Highway 79 should decrease use of Pio Pico Road and take vehicles to another route. Staff recommends denial of this request. A motion was made by Commissioner Perry and seconded by Commissioner Guerriero to deny the request for posting a speed limit on Pio Pico Road between Margarita Road and De Portola Road. The motion carried as follows: AYES: 5 COMMISSIONERS: Perry, Guerriero, Coe, Sander, Johnson NOES: 0 COMMISSIONERS: None ABSENT: 0 COMMISSIONERS: None 5. Establish Soecific Dates for the November and December, 1995 Public/Traffic Safety Commission Meetinqs A motion was made by Commissioner Coe and seconded by Commissioner Sander to establish December 7, 1995, as the date for the November and December Public/Traffic Safety Commission Meeting. The motion carried as follows: AYES: 5 COMMISSIONERS: Perry, Guerriero, Coe, Sander, Johnson NOES: 0 COMMISSIONERS: None ABSENT: 0 COMMISSIONERS: None Flashina Beacons - For School Zones Traffic Engineer Marty Lauber presented this matter for re-consideration by the Commission to recommend the City of Temecula fund this project fully. The Temecula School District has not responded. Commissioner Guerriero stated he believes the school district could fund these beacons and he would recommend the City take financial responsibility for the cost. Commissioner Perry asked what the cost would be. Engineer Lauber responded that it would be approximately ~67,000 for eight school site installations. Minutes, Pts~ 10/26/95 PUBLIC/TRAFFIC COMMISSION MEETING OCTOBER 26, 1995 It was moved by Commissioner Guerriero and seconded by Commissioner Coe to recommend to City Council that the City fund the purchase of the flashing beacons and installation for eight sites which includes the new Paloma Del Sol school. Chairman Johnson called for a recess at 8:15 P.M. Chairman Johnson re-convened the meeting at 8:25 P.M. 7, TRAFFIC ENGINEER'S REPORT Traffic Engineer Marty Lauber reported on the following: There is a problem with vehicles parking at the curb in front of the Recreational Vehicle business in South Old Town on Front Street. Slides were shown to point out the problem and where he proposes to recommend red curb restrictions to the City Council. The Commission is invited to participate on the Design Review Board Selection Committee on November 7, 1995, from 2:00 - 4:30 p.m. Chairman Johnson and Commissioner Coe will get back to Marty to let him know if they are available to assist. * The right turn lane on West Winchester Road is working very well. The City has hired three new employees, one employee, All Moghadam, Assistant Engineer, will be working 50% in traffic and 50% in C1P. 10. POLICE CHIEFS REPORT Sergeant Brandt reported on the following: * Coffee Mugs depicting police department programs were presented to each Commissioner. * Another SCAIR check point is scheduled for November 3, 1995 from 8:00 p.m. - 2:00 a.m. on Jefferson Avenue North of Overland Drive. * A seat belt check point will be scheduled near the high school on Rancho Vista Road and also in the Old Town area within the next two or three weeks. FIRE CHIEF'S REPORT None given. COMMISSION REPORT Commissioner Coe requested that citizens be noticed on any proposed signalization in order to be aware. Engineer Lauber responded that a press release would be placed in the newspapers. 4 Minutes. Pts\lO/26/95 PUBLIC/TRAFFIC COMMISSION MEETING OCTOBER 26, 1995 Commission Guerriero: Commended the police department and the City staff for all their hard work during the tractor race which helped to make it successful. Thanked Marty Lauber for coordinating tree and vegetation clean up needed for visibility turning at Rancho California Road from Meadows Parkway. Reported that the work party for the Safety Expo on November 4, 1995 will begin at 6:30 a.m, at the Community Recreation Center for the pancake breakfast. The expo has been well publicized and should be successful. Asked Engineer Lauber to take a look at the intersection of Ynez Road and Motor Car Parkway near Carriage Motors, which he feels is dangerous. Commissioner Perry: Stated that cars are still parking in front of the Rancho Ford dealership. He suggested that perhaps the Planning Commission should issue letters noticing the dealers that there is approved designated parking on their lot. Requested an agenda item for the next meeting to consider restricted parking on Ynez Road. He also stated that the dealers should be notified. Stated concern on having to wait for the City Council to approve the Street policy and feels the residents of the Starlight Ridge area have a real problem. He feels the Commission should resolve this matter immediately and install speed undulations on Santa Cecilia Drive. He stated the Commission should resolve this and recommends an action agenda item at the next meeting. Engineer Lauber responded that the City Council will vote on the Street Closure Policy on November 14, 1995. A public workshop should then be scheduled to get feedback from the community. Commissioner Perry requested the workshop be held prior to the City Council approving the policy. Chairman Johnson requested that an Ad-Hoc Committee be formed and they will schedule a workshop. He recommended that traffic concerns in Starlight Ridge be placed on the next agenda for discussion. Commissioner Sander reported on the new sidewalk being constructed at Vail Elementary School and commended community services for soliciting community input on the design. It was moved by Commissioner Coe and seconded by Commissioner Guerriero to adjourn the meeting at 9:20 P.M. 5 Minutes,Pts~10/26195 PUBLIC/TRAFFIC COMMISSION MEETING OCTOBER 26, 1995 The next regular meeting of the Public/Traffic Safety Commission will be held on Thursday, December 7, 1995 at 7:00 P.M., Temecula City Hall, Main Conference Room, 43174 Business Park Drive, Temecula, California. Chairman Knox Johnson Secretary Minutes. Pts\10/26/95 ITEM NO. 2 AGENDA REPORT TO: FROM: DATE: SUBJECT: Public/Traffic Safety Commission Marty Lauber, Traffic Engineer December 7, 1995 Item 2 Red Curb to Facilitate Bus Stops RECOMMENDATION: That the Public/Traffic Safety Commission approve the installation of two (2) 40 foot sections of red curb to prevent the obstruction of two (2) new bus stops. BACKGROUND: In order to promote mass transit within the City of Temecula, staff is requesting approval of two (2) additional bus parking zones. The first location has been requested by both the Riverside Transit Agency (RTA), and Temecula Shuttle (local Greyhound representative). Both entities are looking for 40 feet of red curb on the southside of Sixth Street just west of Mercedes Street adjacent to the new temporary transportation terminal. This location will facilitate the exchange of regional transportation (Greyhound) with local transportation provided by both RTA and Temecula Shuttle. The second location requested by RTA is on the south side of Solana Way between Ynez Road and Motor Car Parkway. This bus stop is positioned along a large curb lane and is far enough from Ynez Road not to create stopping conflicts. We have made arrangements to provide bus benches at both locations, compliments of Temecula Sunrise Rotary. HSCAL IMPACT: 80 L.F. of red curb at $0.58/L.F. = $46.40 Attachment: Location Map NO R TH YNEZ ROAD SITE LOCATION MAP PROPOSED BUS STOPS ZVOR~ ITEM NO. 3 AGENDA REPORT TO: FROM: DATE: SUBJECT: Public/Traffic Safety Commission Marty Lauber, Traffic Engineer/tiff/ December 7, 1995 Item 3 Parking Restrictions - Ynez Road South of Solana Way RECOMMENDATION: That the Public/Traffic Safety Commission recommend to the City Council to restrict parking on Ynez Road between the northerly entrance to the Temecula Town Center and Solana Way. BACKGROUND: This item has been placed on this agenda as requested by the Commission at the September 28, 1995 meeting. This item was added to that agenda as an emergency issue and the Commission agreed with staffs recommendation to create red curb parking restrictions adjacent to all driveways south of Solana Way on the west side. This approval was subject to review and analysis for a period of 60 days and then brought back to the Commission for review. The initial red curb parking restrictions were prompted by the instantaneous overflow parking created by the recen~y opened Ford dealer. The manager of that dealership said that this is a temporary situation created by un-scheduled deliveries of new cars. He also stated that by re-positioning existing stock, their employees would have adequate on-site parking. Our observations revealed no change in off-site parking which uses both sides of Ynez Road in the vicinity of the new dealership. Due to the spill over of vehicles in from of the adjacent dealer, staff added red curb along that property frontage, at the request of the owner. On September 30, 1995 a vehicle exiting the Ford dealer was hit as they entered Ynez Road. The only other collision was a hit and run crash involving a parked car on October 30, 1995. All adjacent auto dealers have been invited to attend the Commission meeting to provide input. The previous staff report is attached for your convenience. In order to increase safety by promoting on-site employee parking, staff recommends restricting parking on Ynez Road from Solana Way to the Town Center shopping center to completely restrict parking between Rancho California Road and Winchester Road. This will also facilitate the addition of a Class II, striped bike lane as per the General Plan. Staff is currently pursuing SB 1095 grant funding to add over eight (8) miles of Class II Bike Lanes, which would include this portion of Ynez Road. FISCAL IMPACT: 17 "No Stopping" signs at $75 each = 1,275 8 new sign posts at $50 each = 400 450' of Sandblasting at $0.65/SF = 292 TOTAL $1,9~ Attachments: Location Map September 28, 1995 Agenda Report Evaluation of Sight Distance - West Side of Ynez Road from the Southerly Driveway of Rancho Ford, North to Winchester Road PROPOSED PARKING RF-~TRICTION PROPOSED PARKING RESTRICTION EXISTING PARKING RESTRICTION TOWN CENTER LOCATION MAP '~' TO: FROM: DATE: SUBJECT: AGENDA REPORT Public/Traffic Safety Commission Marty Lauber, Traffic Engineer/ZffL~v September 28, 1995 Evaluation of Sight Distance - West Side of Ynez Road from the Southerly Driveway of Rancho Ford, North to Winchester Road RECOMMENDATION: That the Public/Traffic Safety Commission consider the matter of parking along the west side of Ynez Road from the southerly driveway of Rancho Ford, north to Winchester Road. BACKGROUND: At the City Council meeting of September 26, 1995, the City Council requested that the Public/Traffic Safety Commission consider the matter of parking along the west side of Ynez Road in the vicinity of the Rancho Ford dealer. The concern was that a serious public safety issue has been created and needs immediate attention. Ynez Road has been widened to its ultimate width of 110 feet curb to curb, as a standard Urban Arterial Roadway from Rancho California Road to Winchester Road. This roadway has three (3) primary design cross-sections. The area between the Tower Plaza and Town Center has a reduced cross-section because of existing right-of-way constraints created by existing development. The area between the shopping Center and Solana Way has the optimal configuration as depicted in the Circulation Element of our General Plan. The portion from Solana Way to Winchester Road has a modified lane configuration to accommodate for dual left turns at most existing and future intersections. A copy of the General Plan Roadway Functional Design Guidelines has been attached as Exhibit "B". This exhibit includes the typical roadway cross-sections. The northern portion currently is posted for "No Stopping" any time over its entire length. The southerly portion is also posted "No Stopping" adjacent to the shopping centers. The middle portion is unposted and currently has 22 foot wide outside lanes. This width can easily provide for a standard 8 foot parking area and a standard 12 foot through lane. The only areas which would not be appropriate for parking would be adjacent to driveways to provide appropriate sight distance. A field review conducted on September 28, 1995 at 9:00 a.m. revealed 57 vehicles parking on the street with 13 of those on the east side of Ynez Road. This represents about 85% of the capacity between Solana Way and the southerly driveway to the new Ford, Lincoln, Mercury dealer. Parked vehicles also extend 360 feet south of that driveway (14 cars). Staff recommends painting red curb adjacent to most driveways from Soland Way south to the Rancho Ford dealer on the west side of Ynez Road. The actual length of red curb is different for each driveway based on specific roadway alignments. A total of 235 feet of red curb is recommended which represents 17 % of the existing frontage being used at this time. Using an average parking space length of 20 feet, mean a potential reduction of about 12 on street parking spaces. FISCAL IMPACT: 235 L.F. of Red Curb at $0.58 per L.F. = $136.30 Attachment: Exhibit "A" - Location Map Exhibit "B" - Roadway Functional Design Guidelines YNEZ ROAD Proposed Parking Restriction NORTH nts \\ *SITE YNEZ ROAD EXHIBIT "A" ~ LOCATION MAP ~ EXHIBIT "B" CITY OF TEMECULA ROADWAY FUNCTIONAL DESIGN GUIDELINES The following functional design guidelines are recommended for roadway classifications depicted on the Circulation Plan. Figure 3-2 shows the typical cross-sections for the Circulation Plan roadways. Urban Arterial Highway Features include: A six to eight-lane high speed highway with raised landscaped median (use for left turn movements) and striped shoulders. Access restriction may vary depending on where the facility is located within the City and the degree to which the roadway serves through traffic. Generally, one-quarter mile intersection spacing should be considered as a minimum although one-third mile would be a desirable target. Where overriding circumstances will not allow the desired intersection spacing policy to be met, left turn restrictions should be considered at all unsignalized intersections and "high-speed" design features should be incorporated into the intersection design (e.g. curb radii and acceleration/deceleration lanes where appropriate. Urban Arterials designated as "access restricted" on the Circulation Plans should maintain a minimum one-third mile spacing and a desirable target spacing of one-half mile. Raised medians should be used on "access restricted" Urban Arterials. Curbside parking is generally not considered appropriate along a heavily traveled facility of this type. Riverside County design standard should be used as a basis for developing City standards. State Route 79 is subject to Caltrans District 8 design standards and policies. A segment of Ynez Road is classified as an Urban Arterial primarily due to its' planned six-lane section. Right-of-way constraints and existing development will not allow for the typical cross section to be provided or desired access controls to be achieved. Additional right-of-way/easement dedications should be considered at all key intersections with other Urban Arterials, Arterials, and Major streets for the accommodation of full width auxiliary turn lanes. Traffic carrying capacities of 53,000 to 70,000 + vehicles per day (at Level of Service D) can be achieved depending on the degree of access control and peak period traffic loadings. TYPICAl, ROADWAY CROSS SECTIONS MAJOR HIGHWAY SFCONDARY HIGHWAY The City of TEMECULA General Plan Prog_ram ITEM NO. 4 TO: FROM: DATE: SUBJECT: AGENDA REPORT Public/Traffic Safety Commission Many Lauber, Traffic Engineer//~7 December 7, 1995 Item 4 Starlight Ridge Neighborhood Safety - Progress Report RECOMMENDATION: Discussion only BACKGROUND: On October 26, 1995 the Public/Traffic Safety Commission recommended that staff submit the proposed "Policy for Closure or Modification of Traffic Flow on Public Streets" to the City Council as soon as possible. The goal of both staff and the Commission is to put a policy in place that would regulate the closure and/or modifications of residential streets for traffic calming throughout the City of Temecula. The Director of Public Works was concerned about the previous approval received from the City Attorney's office over a year ago. Because of these concerns, staffre-submitted the proposed policy back to the City Attorney's office to guarantee all possible issues are resolved before City Council consideration. This item has since received a confirmation from the City Attorney and is tentatively set for the City Council meeting of December 12, 1995. To prepare this Commission for the onset of Neighborhood Traffic Calming requests, staff has gathered numerous references dealing with this issue. Although each author may not represent the views and beliefs of the Department of Public Works, Traffic Engineering Division, staff feels that this information will assist everyone in understanding possible options and industry terminology. FISCAL IMPACT: None Attachment: 1. The Traffic Calming Toolbox 2. Proposed Policy for Closure or Modification of Traffic Flow on Public Streets r:\Uaffic\commbsnXagenda\95\1207/ajp "The Traffic Calming Toolbox" By TRANSTECH ENGINEERS, INC. THE TRAFFIC CALMING TOOLBOX INTRODUCTION As is the case in many cities of many sizes, the City of Alhambra is continuously addressing the difficult problems presented by the intrusion of vehicles upon collector streets with front-facing residences. Although this situation is common throughout the industrialized world. the special circumstances in Alhambra make the conflict particularly troublesome. Because the Interstate 710 Freeway has not yet been completed across the city, regional and sub-regional trips which would otherwise utilize the freeway must find their way through available public corridors. Coupled with the significant volumes which normally utilize the street system, the additional loading exacerbates an issue which is sensitive under normal circumstances. The problems and perceived problems of this regional trip loading onto local collector streets has recently resulted in a focused analysis in the neighboring communities of San Marino and South Pasadena. As a result of these investigations, there have been proposals put forward to employ various "traffic calming" measures along some roadway corridors, some of which would directly affect traffic operations within the City of Alhambra. This report attempts to provide the city with an overview of the available "traffic calming" tools in an open, factual method, so that community leaders may understand the available options. the proposals being offered, and the likely consequences. THE CONCERN The additional volumes loaded from the missing freeway segment onto the remaining streets have created an uncomfortable situation for the adjacent neighborhoods. In general terms, this condition will develop in an area where the demand for higher-capacity streets is not accommodated (where the available street hierarchy structure is incomplete, or where travel demand exceeds arterial capacity). This discomtbrt becomes a legitimate concern for neighborhood safety when some vehicles. frustrated by the inefficiency of traveling on smaller streets, exceed a reasonable speed. The combination of higher vehicular volume and occasionally excessive speeds is seen as an intrusion into residential neighborhoods which reduces the quality, of life, increases the potential for traffic accidents, and increases the severity of accidents. If the community judges the street traffic characteristics to have exceeded the "reasonable" threshold. pressure to address the situation will be applied to the jurisdictional authority through petitions, calls, letters, or at public meetings. When the general discomfort of a neighborhood are focused by a particular incident. the concerns of the community will manifest into an outcry for the local authorities to remedy the situation by whatever "The Trq(~c Calming Toolbox" t~v TRANSTECH ENGINEERS. INC. means are available. The authorities are more and more tuming to traffic calming techniques to address these concerns. HISTORY The problem of regional traffic intrusion onto neighborhood streets has recurred throughout modern history. There is nothing new about the concern. Fully aware of the concern, the new profession of land-use planners guided the development of our street systems by the theory of a street hierarchy, with freeways at one end of the spectrum with an almost exclusive purpose of providing for travel demand, and with local streets and alleys at the "bottom" end of the hierarchy, with a primary purpose of providing access to adjacent properties. The theory of street hierarchy recognizes the dual function of any public street to provide for safe. efficient (higher speed) travel; and to provide for access (turning movements, parking, etc.) to the adjacent properties. Between the two ends of the hierarchy are several other road classifications (IE: Expressway, Prime Arterial, Major Arterial, Collector, Residential Collector, and Industrial Street). The competing uses of mobility and access vary across the classification spectrum. Although this natural conflict between uses is present on all roads, it is in the classifications which approach parity, on use priority (collectors, residential collectors) where the inherent conflict becomes difficult to manage. Such is the case in Alhambra and its surrounding communities. The number of vehicular trips continues to increase yearly, but the roadway system stays relatively static. Since 1970, the amount of roadways in the United States has increased by only 1%, while traffic volumes have increased by 9%. As the mobility corridors become congested, trips are being pushed onto the remaining streets. These trends have been established for decades, and will apparently continue. The problems developing as a consequence of these trends will present a continuing challenge to our society. Finding acceptable solutions to the problem of an overburdened street hierarchy has been one of the most illusive challenges facing the urban traffic engineer. The most obvious tact, placating the vocilbrous, has been most often employed as a reactionary measure. There are unwarranted STOP signs, redundant SPEED LIMIT signs, CHILDREN AT PLAY signs. and pavement markings installed to "just do something." In recent decades there have been many instances of speed humps, barricades, street narrowing, and intersection channelization employed to address the same complaint. To date, there has not been a national, state. or even regional policy developed in the United States which encompasses the tools which could be employed to address this particular concern. There has recently been a considerable amount of work invested in this field, and it seems obvious that such a recommended practice should be developed in the foreseeable future. As a recommended practice is developed, it will seek to find the balance between the transportation system needs to move people and goods along congested streets with a legitimate need to protect "The Trq(fic Calming Toolbox" t~v TRANSTECH ENGINEERS. INC. roadways and neighborhoods from an overburdening traffic load. Defining the proper balance will require a case-by-case analysis for each street under consideration. Achieving and maintaining the proper balance will require the application of the right combination of potential measures. Developing a recommended practice will be a question of balance, and will require a sensitivity to liability exposure. TRAFFIC CALMING To our knowledge, the term "Traffic Calming" was first utilized in addressing this type of complaint during a transportation conference in the city of Darwin, Australia in 1990. The new term applies to any and all measures intended to divert, discourage, or slow vehicular trips in a sub-area (Level I. Local Area Traffic Management); on a particular route (Level II, Sections of Arterial Roads), or even on a metropolitan scale (Level III, City-Wide Calming). The Australian traffic engineering community has most-fully developed the practice, and much can be learned from their efforts. Within the United States, the City of Portland, Oregon, has been the only municipality which has so far adopted the theory of "Traffic Calming" as a practice, applying selective calming measures daily through the Traffic Calming division of the city's Traffic Engineering Department. The City of Seattle. Washington. has been deploylug traffic control measures within residential communities for almost two decades, but has not developed a coordinated program. Seattle has been installing small traffic diverters in residential intersections to deflect and slow traffic since 1978. Other communities across the nation have developed programs of their own, others are starting to experiment with traffic calming. There is an undeniable trend to apply calming measures across the nation. following the examples of Europe and Australia. In spite of the intensifying interest, there presently is no balanced recommended practice offered in the literature surrounding "Traffic Calming" beyond the point developed by the City of Portland. For the most part. traffic calming techniques are merely a collection of potential measures which will divert or discourage trips ~c?om a route or area. Even in Portland, there is only a rudimentary consideration given to the legitimacy of the perceived problem. no analysis of the implications of trip diversion, benefits to trip reduction. or disbenefits to forcing trips onto alternate and more circuitous routes. which may or may not be more capable of satisfying trip demand with greater safety or less conflict with the adjacent community. No~v only in its infancy, Traffic Calming as a theory has far to go before a recommended policy of implementation could be endorsed by transportation professionals. Progress toward a recommended policy for implementation of traffic calming techniques will most likely be very slow, as the issue (like school zone devices) is very locally sensitive. A considerably larger data base must be developed and analyzed regarding the devices. their implications. effectiveness, mad alternatives. It will be up to the local transportation engineer and the elected officials within each community to "The Traffic Ca!rn~ng Toolbox" B),, TRMNSTECH ENGINEERS. iNC. make their recommendations on a case-by-case basis even after a recommended practice is developed. Before such guidance exists to assist the local decision-makers, we must do the best we can to find the balance between mobility and private interests. based upon our understanding of the consequences of the tools employed. The following is intended only as a "shopping list" of the potential calming measures. so that the alternatives may be better understood in a review of any specific request from the community for calming action. CALMING TOOLS I_. Education To address a concern expressed by the community regarding the intrusion of unwanted traffic, education is a powerful tool which is often overlooked. Unless there is a specific incident which has ignited public furor over a situation. most affected people remain reasonable and do not try to force an illogical device implementation. Providing the community with the facts of the situation (accident history, vehicular speeds. the drawbacks of a suggested specific action, options and their efit~ctiveness) will hopefully lead to a more informed decision on which device or tactic to employ. Too often, the jurisdictional authority will not put forth the effort trying to educate the affected community as to the implications of calming options. 2~ Enforcement The enforcement of the rules of the road. or the threat of entBrcement, has long been a most effective tool in achieving reasonable driving practices. While traffic levels have been increasing, the application of selective enforcement by the police has waned. Although a point can be made that law entbrcement should be applied to other priorities. there are programs designed to maximize the eft~ctiveness of traffic law enforcement. Each community should apply these techniques as effectively as is possible, and address directly the minority of drivers which create the vast majority of consternation in these sensitive neighborhood areas. 3_. Positive Guidance The theory of "positive guidance" in traffic control devices has proven itself over the past two decades as a very effective approach to achieving the desired behavior t~om the driving public. especially with motorists unfamiliar with the area. Positive guidance seeks to deploy 4 "The Traffic Calming Toolbox" B~v TRANSTECH ENGINEERS. INC. traffic control devices (signing, striping, pavement markings, channelization, lighting) in a coordinated manner in order to precisely dictate the desired driving behavior to the motorist, at all times (or at least at all decision points). If the devices are properly deployed, there should be no doubt in the driver's mind what his proper behavior should be. In applying the theory as a traffic calming device, the course of action would be to even overkill the sensitive roadway ~vith speed limit signing, reflectors, street lighting, pavement markings (centerline, edge line, pavement messages), and whatever other devices may be effective in both providing guidance to tl~e driver, and in imparting to him that he is in a sensitive environment. The proliferation of devices delivers the message that their behavior is being assertively dictated. 4. Warning Signing It is not wise to over-saturate any area with warning signs (black on yellow background), especially with exaggerated or false warnings. The result will be an increased disrespect for the legitimate warning signs, and an overall degradation of roadway safety. Studies conducted by the Transportation Research Board, in conjunction with the Federal Highway Administration and the Institute of Transportation Engineers conclusively show that indirect warning signing such as "Children at Play" have no positive benefit. Such signs are not authorized for use on public streets. There are situations where a warning sign or signs may be legitimately employed in an overall effi3rt to calm traffic. If there is a limited sight distance. curve, hidden intersection, street narrowing, or other roadway factor that should be brought to the attention of an approaching motorist, particularly if the concern of the community. is with safety, the use of appropriate warning signing should be considered. 5. Intersection Channelization (zllovement Restrictions) Intersection channelization as a traffic calming device is extremely effective in reducing the vehicular volume on a particular route. Either through paint or through raised physical barriers. channelization can limit the access onto or off of a particular street. It can be employed in various ~vays to single out a particular intersection movement (left-out, straight through. right-in, etc.), or a combination of movements in order to force trips desiring that movement onto an alternative route. This methodology has been employed nationally for several decades in "calming" the cut- through demand on a local street adjacent to an overburdened arterial. As with other localized physical diverters, channelization diverts trips but does not discourage trips from being made. The consequences of the trip diversions should be considered when employing "The TrqC~c Calming Toolbox" Bv TRANSTECH ENGINEERS. INC. this locally powerrid calming device. Too often, the negative consequences of diverting traffic off of one street and onto another are not realized in advance, and adjacent communities are pitted against each other in a public forum, with the local staff in the middle of the pushing. The underestimation of the consequences of diversion is a common mistake in the implementation of all calming devices imposed for that purpose. 6. Horizontal Narrowing In the Australian deployment of traffic calming devices, in Europe, and in various American cities such as Portland, Seattle, Howard County. Maryland. and other locations to a much lesser degree, there is an application of width restrictions. particularly within intersections with the intention of creating "slow points" along a corridor. The intersection areas typically provide the agency with existing right-of-way within which to construct traffic circles, landscaped circle medians, necking, and angled or constricted vehicular paths. Narrowing of a route outside of an intersection is also utilized, particularly in Australia, to either horizontally deflect, or to "squeeze" traffic through short areas where there is no shoulder comfort zone. The reasonable drivers will slow in these areas and proceed cautiously. Often in Australia and in Europe, the narrowing reduction often allows enough physical space for one-way traffic. As can be anticipated, there is a risk management concern tbr creating a public hazard which must be countered with proper design review, the application of traffic warning devices, sight-distance concerns. etc. The concept of roadway narrowing to slow' vehicles can be proven by driver reaction, yet it runs directly contrary. to the policies of highway safety long employed in the United States. As the road widens with the provision of a clear shoulder area t~ee of obstacles. the speeds increase incrementally. yet the accident rate drops dramatically. Highway designers in America have for decades smoothed traffic and made it more efficient by widening lanes, providing shoulders, and removing obstacles. The application of horizontal narrowing to calm traffic is the opposite side of the coin. By making the roadxvay appear more dangerous, traffic will slow. In America for reasons of liability exposure, the trick is how to make it appear to the driver to be dangerous. yet not operate less safely. The primary purpose of a roadside treatment such as a curb extension or other horizontal narrowing is to transmit a message to approaching traffic that they are not on an arterial street. It has long been the practice of roadway engineers to smooth the fiow of traffic and increase the safety margin by widening streets and creating an obstacle-free shoulder or buffer area. With calming as an objective. the contrary, measures of introducing obstacles 6 "The Trq_t~c Calming Toolbox" ~v TRANSTECH ENGINEERS. INC. into the buffer areas in order to present a less forgiving environment are applied. Most typically, roadside treatments consist of a choker treatment limiting the width of the street either at selected mid-block locations, or most commonly at intersections. The narrowing has a secondary impact of making a more controlled pedestrian crossing. Statistics can show that traffic accidents are more likely to occur in areas which look open and clear of conflict, but which have hidden obstacles. Roadways with more apparent obstacles sometimes operate with better accident rates than roadways with subtle shortcomings. With traffic calming, an intentional and obvious constricted environment is presented to incoming traffic in the attempt to reduce the comfort level of the driver and increase alertness and reduce speed. There are indications that there may be an improvement in accident rate in some cases. However, the low overall cost-effectiveness of this option, combined with possible problems in emergency services and increased liability. exposure, make it difficult for most authorities to endorse the application of obstacles into the roadway environment as a worthwhile traffic management device. Z Speed Humps In spite of a considerable amount of resistance from highway and safety professionals, speed humps are being applied under certain circumstances to public roadways at an accelerating pace. In certain areas of the country, and in the face of greatly increased exposure to tort liabilityjudgements, their installation is becoming fairly common. Still, in many areas of the United States, speed bump installation is severely restricted. even from most "ways open to the public" on commonly owned private property. A summary of speed hump programs in other jurisdictions is shown in the following table: "The Trq~ic Calming Toolbox" By TR,4NSTECH ENGINEERS. INC. SPEED HUMP PROGRAMS IN VARIOUS JURISDICTIONS Ciw. Clovis Thousand Sacramento Pasadena Phoenix Modesto Fresno Wiehita Oaks Petition 15 15 PrioriB, Set No speed None 15% of 85 85th Requiremen percentlie percentlie From Data criteria vehicles percentlie percentile ts over posted over 25 No Less than exceed over 35 1,000 ADT speed No mph and speed/vo[u 3000 ADT posted mph 100 during minimum over 2500 me criteria speed: 10% highest volume cars per day exceed by volume required I 0 mph hour 500-2200 ADT Contigurati Pair Single Pair Single Single Single Pair Single on Min. Distan 250' 50' 250' 100' 200' I50' 150' 200' ce from Stop Mim 500' 300' 1500 Length of Residential Stmet 1000 School/Park None None 750' 300' Min. 500' 150' 500' 500' Distance Bumps Removal Same as Same as Same as Same as Criteria installation installation installation installation $175 CiW pays City pays City pays evaluation tbr tbr for t~e installation installation installation~ $1500 per and also approx set allows/br $900 cost residents to purchase CosgFees 500' 250-600' 300' 51% Same as Same as resident installation installation approval. City pays tbr removal Signing and $2400 per Minimum striping thes bump of 800 S500 for residents cars/day tirst bump who sign city will $300 each petition contribute additional share cost 50% Less residents than 800 pay cars/day contractor residents tbr pay 100% installation Approx. $2000 per set Average per Determined Average Average Average 3 Zero Average 30 Not year every. ~ 10-15 I 0-15 projects sets applicable months by streets projects Council The application of speed humps (a.k.a.: speed bumps. road humps, vertical displacement devices) to many private roads brings an awareness of the devices to the general public. 8 "The Traffic Calmin~ Toolbox" By TRANSTECH ENGINEERS, INC. Originally, they were narrow bands of raised pavement intended (but not designed) to force traffic to proceed slowly or have their vehicles physically punished at higher speeds. Operationally, however, the devices most often punished the prudent majority of drivers while sometimes giving the imprudent drivers a smoother ride at a higher speed. Only recently have speed humps been employed on public streets, and with the public liability exposure came the need to engineer speed hump design for specific effect. Most people are very familiar with speed humps, many have experienced them on public streets, but few are aware of the continuous experimentation and evaluation being conducted in the design and pertbrmance of the device. The standard speed hump design applied for the last decade was documented by the City of Thousand Oaks, Califomia. Recently, the preferred designs have been referred to as the "Watts profile" or "fiat top" humps. The design preference is now shifting toward the "sine ~vave" hump, or the very elongated profile hump developed for Seminole County, Florida. Regardless of the specific design, if this tool is employed, a thorough documentation of design and implementation analysis seems critical to address liability exposure. Speed humps can be an effective tool which can be used to address an abuse of an imposed street hierarchy under certain circumstances (if the inherent speed of traffic is not above 30 mph, if there is adequate sight-distance and warning, and if there is a preferred alternative route). There should be a policy researched and adopted before any installations are considered. Stop Signs The deployment of Stop signs along a route in order to address the issue of inappropriate traffic characteristics has been utilized for several decades. Stop signing is most often an effective and inexpensive method of addressing the concern. However, the tool is so powerful that its use for calming traffic has been resisted by transportation professionals. An over-proliferation of Stop signs used for traffic calming has an undermining effect on all other Stop signs. and on all other traffic control devices. by creating a contempt for them in the mind of the driving public. There has been some research conducted on the effect of "unwarranted" stop signs, or installations which do not meet the minimum traffic criteria for stop sign installation as recommended by the State's Traffic Manual. the Manual of Unitbrm Traffic Control Devices, and other Stop sign warrant systems. In the publication "An Evaluation of Unwarranted Stop Signs" by the Institute of Transportation Engineers. a conclusion was reached that "the hierarchy of the street system must be identifiable and the arterial and collectors must be sufficient to meet demand." Without an established and adequate hierarchy, misuse of lower-level streets will develop. The study recommends that communities develop and 9 "The Trqg~c Calmin~ Toolbox" By TRANSTECH ENGINEERS, INC employ a low-volume street Stop sign warrant system. Without the guidance of a warrant system or at least a specific analysis of impact, it is most often too difficult for a City Council to disagree with a vocal audience, and point out that arterial and collector streets were designed to carry higher traffic levels. Stop signs are a powerful tool which could be used effectively in the right circumstances. The Traffic Manual even allows the placement of Stop signs in order to "discourage through traffic." Clearly, this is a legitimate goal for traffic calming. However, the Manual clearly dictates that Stop signs shall not be placed in order to control the speed of traffic. To our knowledge, there has not been any case law relative to the interpretation of these two sections, leaving the justification question solely up to the local authority. 9__. Waterways The use of waterways (valley gutters) crossing streets for the specific purpose of calming traffic behavior is rare. It can be readily shown that the presence of a waterway crossing is extremely effective in both dictating reasonable speed and in discouraging the use of the street. The reluctance of public officials to implement waterways for calming reasons is based in their concern that such a physical obstruction could contribute to the cause of the loss of vehicle control and result in a tort liability action. Waterways have an extremely effective calming influence. If justified to better control water runoff, and if proper warning devices are placed in advance. they are sometimes considered for their calming influence in the construction of new road systems. 10. Pavement Treatments (Textured Pavement) 3~ne theory oftraffxc calming is, in essence, to bring to the attention of the approaching driver the fact that they are entering a roadway section where a more careful driving behavior is expected. The use of an unusual pavement surface treatment, particularly a textured treatment to transmit a physical as well as a visual message. has been used to present this message to approaching traffic. either by itself or in conjunction with other calming techniques. Observations of the efI~ct of pavement treatments as a calming device have lead to the conclusion that there is little actual benefit provided by the technique. The limited benefit provided by the perceived measure, by aesthetic enhancement, and by improved driver awareness are countered by the cost, increase in noise. and potential disadvantages to emergency services. 10 "The Tra(/ic Calming Too/box" &, TRANSTECH ENGINEERS, INC. 11. Parking The presence of roadside parking (on-street) along a street encroaches into the roadside buffer areas and restricts sight-distances similarly to other obstacles. It is interesting to note that the restriction of sight-distance created by on-street parking is the most common factor in residential street pedestrian / vehicle traffic accidents. For this reason alone, a relaxation of an existing parking restriction for traffic calming purposes has not been seriously considered as an option. !.2. One-way The installation of a one-way traffic restriction is not easily achieved. By far the foremost obstacle to further consideration of the one-way street alternative is the fact that a proximate couplet street must be present. With the reverse-direction couplet, volumes are split between two routes. Typically, this means a reduction for one street, but an increase for the couplet. This increase is politically acceptable in most circumstances only if the street is already commercial by naturecand in need of additional traffic exposure. The one-way tooI is impactive in many ways to the adjacent properties. Access becomes a constant irritant. However, the traffic efficiency of the route becomes vastly improved, as conflicting turning movements are eliminated. The one-way couplet setup can accommodate a high traffic demand with ease. Although not common. it is an option which should be considered if the logical couplet can be developed. The one-way couplet is a traffic calming tool which may provide both a perceived improvement to quality of Ilia, and an actual improvement to traffic efficiency and safety. 13. Truck Restrictions The truck mixture of a street's average daily traffic may be an important aspect of the neighborhood concern. Tracks are obtrusive in size, noise, exhaust, and legitimately do not belong on streets lower in the hierarchy. An agency must be careful not to exclude truck traffic from a corridor unless a logical altemative truck route is available, however, a truck restriction is legally achievable and politically acceptable in most conununities. It frequently may serve as a sufficiently effbctive traffic calming device. Truck restrictions, as well as other potential regulatory measures 14. Closure The "ultimate" calming technique is an option frequently requested by at least a segment of the affected residential community. Although this option can often be easily dismissed as 11 "The Traffic Calming Toolbox" t~v TRANSTECH Ei'~GINEERS, INC, unreasonable, it frequently requires careful formal evaluation of benefits and impacts. The community decision-makers must be made to clearly understand the system-wide implications of street closure before deciding to implement this most powerful calming tool. If the traffic demand upon a residential collector is high due to a general over-saturation of the street heirarchy, the elimination of one of the available traffic routes will exacerbate the network shortcomings to a greater degree than is commonly anticipated. Although the diversion of traffic (a common goal of traffic calming) should be accounted Ii>r before the implementation of any calming measure, the closure option demands an accounting of the diverted impacts. An additional concern which should be anticipated with the closure option is the physical difficulty of constructing adequate roadway geometry at the closure point. Most often, there is not sufficient public right-of-~vay available to provide for a turn-around area on the terminated street segment(s). 15. Speed Zoning The Calitbmia Vehicle Code allows the establishment of a prima facia speed limit of 25 mph for street segments meeting the definition of a residential street. The definition threshold is based upon the density. of "separate dwelling houses or business structures" in the segment (13 in a 1/4 mile segment if on one side of the road, or 16 on both sides). In many cases, the residential collector impacted by excessive traffic satisfy the definition and a speed zone of 25 mph could be implemented and enforced. With an engineering and speed survey, the local jurisdiction will often justify and implement a higher speed zone to address traffic demand. Yet when faced with pressures to calm the traffic, the application of a lower speed limit may be an attractive alternative to other options. It has been clearly demonstrated that the application of a speed zone lower than the 851h percentile will require an extraordinary degree of enforcement in order to be effective in reducing average speeds. As pointed out by C. Edward Walter in his article "Suburban Residential Traffic Calming" in the September 1995 issue of the ITE (Institute of Transportation Engineers) JoumaI," Traffic calming or slowing is fkequentl. v referred to as reverse traffic engineering. Instead of easing and speeding trafflc flow. traffic calming uses geometric changes or designs that passivel. v re~tlate travel speed". Through measures employed to change driver alertness, driver behavior. or traffic characteristics, traffic calming seeks to address the common problem of negative qualiW-of-lit~ impacts to communities adjacent to overburdened residential collectors. The best possible application of the various techniques under variable conditions requires a considerable degree of care. The issues are worthy of careful consideration both politically and in light of potential liabilities and other negative consequences. 12 "The Trq(~c Calming Toolbox" Bv TRANSTECH ENGINEERS, INC. CONCLUSION This report is intended to provide a greater understanding of the issues involved with the evolving application of traffic calming techniques. What can be concluded at this point in time from the data presented is that although there are several options when presented with the concem, each situation should be treated as unique. A thorough understanding of the real problem, the options, and their consequences should be attained before action is undertaken. The specific measures under consideration should be evaluated carefully against the roadway characteristics, driver behavior, operational consequences, and against the proven traffic problems to ensure that the application of the measures will improve the situation. The need to manage traffic calming devices in residential applications is not new, but it is growing rapidly and will not go away. Until a more uniform policy is developed. the urban traffic engineer must seek to find a balance in each case. 13 "The TrqOqc Calming Toolbox" SUMMARY OF POTENTIAL TRAFFIC CALMING MEASURES (From Portland, Oregon) Devices Safety, Speed TraFfic Noise Fuel Pollution Cost Emergenc Reduction Diversion Consumpt Effectiven y Services ion ess By TRANSTECH ENGINEERS, INC. Photo Improvem Yes No Effect No Effect No No Effect No Efl~ct Radar ent Change Police lmprovem Depends No Effect No Effect No No Eftbct No Effect Enlbrcem ent on Change ent Amount Improve lmprovem Unlikely Possible Possible Possible Possible Very Low No Effect Arterial ent Reduction Reduction Decrease Decrease Streets Speed Unknown Yes Possible Small Small Small High Possible Bumps Increase Increase Increase Problem Education Possible NA. N.A. N.A. N A NA. No Effect Improvem ent Textured Possible Possible No Effect Increase No No Ef'ect Moderate Possible Pavement Improvem Change Problem eat Acceptabl e for Traffic Monagem ent Yes Yes Limited Yes Yes Possible Rumble Possible Possible No Effect Increase No No Effect High No Effect Possible Strips lmprovem Change ent Entrance Possible Uniikel3 Mixed No Effect No No Efikct Low Possible Yes Treatment lmprovem Results Change Problems ent Curb Improved Unlikely No Effect No Effect No No Efl~ct Low Possible Yes Extension Peal Change Problems Crossing Semi- Possibh: Possible Yes Possible No No Efilzct Moderate Possible Possible diverters/ lmprovcm Reduction Change to High Problems Diverters ent No Erli:ct No No Eflkct Moderate Possible Yes Change Problems Small Small Moderate Possible Possible Increase Increase to High Problems No E~bct No No Efi~:ct Fligh No Effect Yes Change Traffic hnproved Yes Possible Circles Chicaries Possible Possible No Etl~ct Improvem ent One-Way Possible Street Improvem ent No Ell~ct No No Etl~ct Moderate Possible Change to High Problems No Possible No Possible Median Possible Barrier Improvem ent Yes 14 Traffic calming as a concept encompasses any effort to reduce or minimize the negative impacts of motor vehicles on residential areas and local activity. districts. It does not mean the complete elimination of cars and trucks, but rather the implementation of controls (such as strict speed limits), the construction of devices (such as traffic humps), or the reorganization of systems (such as diversion of through.traffic) with the own of allowing people and machines to co-exist comfortably and safely. Under this specific definition, traffic calming does not include pedestrianization, the creation of automobile- fi-ee zones, the organization of pedestrian pockets, the building of downtom malls, the replaxmang of overall circulation networks, the designation of bikeways, the control of pollution, general programs to prevent traffic accidents, etc. All these positive actions have their own approaches, methods and standards, and their o~a voluminous bibliographies. Such references are not included here. The idea of traffic calming can be traced back to the very. first appearance of the motor car that generated considerable anxieties about personal safety There are also notable early efforts in the United States that have attempted to deal with the automobile in a rational and constricting way (Padbum, for example). During the period of suburbanieation and automobilization aeter World War II, on the other hand, there has ben little thought given to traffic calming in this count~', and the concept almost could have been classified as "un-American" There have been a few but very isolated thrusts (Berkeley, for example). Attitudes appear to be changing, however, in the t990s, and increasing interest can be discerned in North America. Papers are being presented occasionally at transportation conferences, which are not always published, as for example in recent years at the annual January conferences of the Transportation Research Board in Washington. In Europe. a much more aggressive policy has been adopted in the highly industrialized countries since the 1970s. There have been hundreds, if not thousands, of examples and permanent programs, and governments have taken an active role. That is also why European references on traffic calming are numerous, while the American inventory is extremely limited. Assuming that the time is ripe, there appears to be a need to bnng the available experience to the anention of those in the New World who may wish to consider and implement traffic calming programs in their communities. To be bmtually flank about the whole business, the elements, devices, and actions used to accomplish traffic calming are rather obvious This whole inventoD' is somewhat limited and is described repeatedly in many of the references contained in this bibliography. The real planning and research interest lies in the experiences ~th this concept under different circumstances and in different places. The term "traffic calming" is not y'et a household word, and, indeX, appears to be somewhat quaint to most people. Yet, as a matter of fact, it is workable and fully descriptive of the idea. Given the sequence of development. the English term is a direct translation of the earlier German "Verkehrsberuhigung" It is still early days in the definition and general acceptance of the traffic calming concept as an identifiable area of research and practice. A consequence of this fact is that a number of other terms are still in use. They are not exactly key words, but they wilI be found in references and as desc~ptors of formal and informal programs m various countries. -1 - OBJECTIVES The objectives for the Traffic Calming Program are derived from existing City policy, the mission of the Portland Office of Transportation, and a combination of the objectives for the former NTM and ATC programs. Specifically, they are: Improve neighborhood livability by mitigating the impact of vehicular traffic on residential neighborhoods. Promote safe and pleasant conditions for residents, motorists, blcycllsts, pedestrians, and transit riders on residential streets. Promote and support the use of transportation alternatives to the single occupant vehicle. Encourage citizen participation in all phases of Traffic Calming Program activities. 5. Make efficient use of City resources by prioritjzing Traffic Calming projects. Support the policies contained in the Transportation Element of the Comprehensive Plan to "provide for the safe and efficient movement of people and goods while preserving, enhancing, or reclaiming the neighborhoods' livability' and to "guide the use of the city street system to control air pollution, traffic, and Iivability problems". The achievement of these objectives has been inherent in each and every traffic management project completed to date. Over the year, s, both complex and simple projects have been completed. All projects balance the interest of neighborhood livabLlity with safety and the multiple demands placed on the transportation system. POLICIES The following policies have been taken from the NTM and ATC programs, and will now serve to guide the TCP: Through traffic should be encouraged to use higher classification arterials. as designated in the arterial streets classifications and policies (contained in the Transportation Element of the Comprehensive Pan). A combination of education, enforcement, and engineering methods should be employed. Traffic calming devices should be planned and designed in keeping with sound engineering and planning practices. The City Traffic Engineer shall direct the installation of traffic control devices (signs, signals, and makings) as needed to accomplish the project, in compliance with the municipal code. 3 t0. Emergency vehicle access should be accommodated in keeping within the e.xisting Flre Bureau response standards. If current emergency vehicle access does not meet the existing response standard, traffic calming efforts should not further degrade the response lime. Transit service access, safety, and scheduling should not be significantly impacted. Reasonable automobile access should be maintained. Pedestrian, bicycle, and transit access should be encouraged and enhanced wherever possible and within budget limitations. Projects should be coordinated with the BIcycle and Pedestrian programs where appropriate. Parking removal should be considered on a project-by-project basis. Parking needs of residents should be balanced with the equally important functions of traffic, emergency vehicle access, transit, bicycle, and pedestrian movement. Application of the Traffic Calming Program shall be limited to those Neighborhood Collector Streets that are primarily residential, and to Local Setrice Streets. Where appropriate, projects on Neighborhood Collector Streets should be coordinated with projects on Local Setrice Streets. Traffic calming projects on Neighborhood Collector Streets shall not divert traffic off the project street through the use of traffic diversion devices. As a result of a project on a Neighborhood Collector, the amount of traffic Increase acceptable on a parallel Local Servlce Street shall not exceed 150 vehicles per day. Traffic may be rerouted from one Local Service Street to another as a result of a traffic calming project. The acceptable traffic Increase should be defined on a project-by-project basis. An "impact threshold curve" (see Appendix B) established by the Pordand Office of Transportation shall serve as a guideline to determine the amount of rerouted trnffic that Is acceptable on Local Service Streets. To implement the Traffic Calming Program, certain procedures should be foEowed by the Office of Transportation In processing traffic calming requests In accordance with applicable codes and related policies and within the limits of available resources. At a minimum, the procedures shall provide for submittal of project proposals: project evaluation and selection; citizen participation; commtmicatlon of any test results and specific findings to project area residents and affected neighborhood organizations before installation of permanent traffic calming devices; and appropriate Council review. 4 1 INTRODUCTION The Neighborhood Traffic Management Program QNT\ffP) for Local senlice streets represents the commitment of the City of Portland and the Office of Transportauon to the safety and iivabihty of residential neighbor- hoods. [t is one component of the Bureau of Traffic Management's [BTM~ "Reclaimrag Our Streets". a collaborauon of C%'. residents. and o~her agency efforts ~o reduce the trapact of traffic on neighborhoods The NTMP pro- ,.ndes a process for identi~ng and addressing nroblems related to speeding, excessive voiumes: and satalp on streets classified as local :enqce streets' Under ~he program. gT'q works ~{th residents ~nnhin neighbor- hoods to ev21uate ~he n}~e and seventy of traffic problems. If the required approval by residents and City CounciI is obtamed. the City msmlls Eraffic management alexices. such as :mfftc circles. divertera. and cul-de*sacs. m manage the pattern and flow of xighborhood traffic As pepulauon and empbyntent tn the Port- '.and re]ion continue to grow. city streets are experiencing recreated traffic pressure Citv pohq.' calls ['or accommodating growth in a '.va],' that can protec'~ ne'.ghborhoods fi'om n%aUve impact of traffic. The NTMP puts :am pncuc~ ~he got[ and pohcmes contained in ~he Yrnn~pormUon ELemcnn eL me City'} Comprehensive Phn. These mdudc: · Enconra.? :he de', e!opment of a balanced. affordabic, nnd efficient transportation ~vstem consistent with the artemil streets classi~canons and policies · Promde Lot the saie and efficient movement o[ people and goods while prosemug. enhancing, or reelarming the netgi~bor- hoods kayability. · Guide the use o[ the City street s,vstem to problems The Transportation ELement also states that: · Local sepace streets should not carD- excess traffic from collector streets or experience high traffic vokumes or speed. · Access to motor vehfcles on local sen'~ce streets may be selectively restricted to allow for non-traffic uses or impr,wed safe:>: The City of Porfiand places a bah value on ne:ghoorhood [ivah[ity. as reflected m these policies Ahhou& !ivahlitv has no precise dehntnom it can be thought of as encsmDass~ ing the [oiloxung characteristics: · The ablkv of residents to [~d safe and secux in their neighborhood. · The opportun~,ty to rotetact socialh' ',uth neighbors ,anthour distractions or threats. · The ability to experience a ,-cn~e of home and privacy · A sense of c,ammunity and neighborhood ideaurn · A hahncad rehionship bern con the muhmsfe u~es and needs o[ n nei&borhood Traffic management plays a nta[ role ~n promoung these characteristics. The NTMP recogt:es that `` ehicular trdfic is onh' one element of a neighborhood, and that ~ther resideanal needs must be given careful consideration. Through the NTME residents can evaluate the venous requirements ben- efits. and trade-oils of projects mthm their own neighborhood and can become acnvely mvob-ed in the decision-making process This brochure proudes information and g_udehnes to help them participate in that process 1 OBJECTIVES The overall objecuves of the Neighborhood Traffic Management Program are derived from existing City pohcy and the mission of the PortLand Office of Transportation. They are: 1. Improve neighborhood/ivability by mingating the impact of vehicular traffic on residential neighborhoods. 2. Promote safe and pleasant conditions for motorists, bicyclists, pedestrians. and residents on neighborhood streets. 3. Encourage citizen involvement Ln all phases of neighborhood traffic management actix4ties. Make efficient use of City resources by prionnning traffic management requests. Support the policies contained in the Transportation Element of the Compre- hensive Ptan to ~pro~fide for the safe and efficient movement of people and goods while presenting, enhancing, or reclaiming the neighborhoods' livabil- try" and to '~guide the use of the city street slcstem to controt air pollution. traffic. and livabfiity problems." POLICIES The [ollomn~ piicies are estab{ished as part of the Neighborhood Traffic \[anne- meat Program Lot Local sen~ce streets: 1. Through traffic should be routed to afterdais. as designated fn the artenaI streets classifications and policies (contained in the Transportauon Element of the Comprehensive PLato. 2. Traffic may be rerouted from one local service street to another as a resuk of .m XTMP project The amount of rerouted traffic that is acceptable should be defined on a project-by-project basis by the traffic committee and Citx staff. u_-ing an "impact threshold cun,'e" established by the Portland Ofhce of Transportat:on as a ~utdeIine iSce Attachment 1' 3. ReasonaNe emergency ;~ehide access should be presen'ed. 4. Reasonchic automobile access should be maintained NTMP projects should encourage and enhrnce pedestrian. biqcde. and transit access to neighborhood destinations. 5. Applicauon of the Neighborhood Traffic Managemare Program shah be hmitc:. local sdr','~ce streets as designated in the arterial streets chssificauons and pail- ares, except as arrant treatments contribute to [mprc~ eraeat of conemona on iocl 5cn'lc~ streets 6. The Cur shall employ trdfic mane?meat devices to xhieve the Nl~-[P's ob!c,:- tlves. Traffic management devices !tending traffic circles. speed bumus. divenets. medians curb extensions and others sha~i be planned and destgne: m kaepin~ with sound engineering and planning pratt:cos. The City Tr:t'fic Eric- near shii direct the installation oN ~raff',_c control de,Aces isigns. signals. and markings) as needed to accomplisi~ the project. m compliance ,.~4th the mumc:- pal cod~. 7. Te implement the Xlx,,fFl certain procedures shall be followed by the Off:ca c: Transportation m processing traffic management requests in accordance k~.th .tppiicabie codes and related policTes and within the limits of available resources At a miraminn. the procedures shall promde for submittal of project Fropass, is: evaluanon of proposals by City staff: citizen paredpardon in phn devebpmem and evaiuatiom commumcation of my ~esn results and specific findings to arc: residents and affected neighborhood organizations before installation of penn- nero traffic management deuces: and appropriate Council renew. TYPES OF PROJECTS ' 'k L-] The NTMP mdudes t'~ o types of projects: [, local semce street projects and 2! collector recoven/' projects. In addition. neighborhood area studies are conducted by the Transportation Planning Divmon of the Office of Transportation. This brochure provides information to residents to help them participate in local semce street proiects. Collector recoveQ' pro/ects and ne/ghborhood area studies are also briefly described here to acquamt the reader w~th the other traffic mamgement options that are available and exphn the muanons in whch the'.' app[> Local semce ~treet pro~ects are trended to respond to traffic issue~ rehted to speeding and excessWe through-traffic on one [ocai ,-treet m a neighborhood. %luUons may mclude re,tons to the local street to shy trnffic or ~o completely or pandaily divert traffic off of the street Collector recover7 projects address traffic L~_-ues on streets classified as ne:ghborhood collector streets lhesenrestreets~hlch are predominantly residerrtial The goal s to devetor~ education. entorcemcm. and enDneering me:tsures to decrest the negative impacts associated ~uth speedm~ and excessive v&umes on neighborhood co[Iector street, The ~sues offer opportu- relies [or mmgation umque to collector s;reets and different from ~ose applied through local scmce street projecB. Neighborhood area studies respond to excessive through-traffic speeding on multiple streets m one or more ne',ghbor- hoods. These plans are required o resoond to traffic problems that are s}~ptomatic ruder problems, such as congestion or tack of capacity on the artoral system The proNems may be similar to those addressed by local sen'ice street projects, but are more pervasive. vath high volumes of through- traffic on more than one adjacent street. Neighborhood area studies are developed primarily through the Transportation Piannmg Dixie:on. ,.x ith the revolvemeat of other City bureaus The':,' t) picfib mdude aruivsis of !and use and trafhc patterns both vAthm and outsde the study are:L and mdude im'ol,. eraeat o[ affected net~hbor- hood assoctatmns. business groups. and indt,.'~duals throughout the process The,,' are scheduled based on avafiabie resources and given prior, t} h factors that :r.,clude but are not !im~te.:Z · Previous effort_- or requests fn the area · Iraeast: and extent of the problems · Degree of conflict betv:een irafie conditions and '.and use~ · Avatkrbiiitv of data ·Artenai tmpro,, eraeat projects scheduled or planned _ !:[: :!:iT:" PROCEDURES l. Project Request and Preliminar]:, Review NTx, iP projects can be requested by mdiudual dozens or by mghborhood associations. City engineers and planners gather prd[mb naO! data about the traffic request. includ- ing volume. speed, and accident mfom~a- riot. The Gtv rexdews this information and assigs points to the request, as detailed in the follo,.qng section. "Point Assl~ment for NTMP Requests' A minimum of 30 points ts required for a prolee: to he e!igible for the program. Requests are also reviewed by disinca traffic engineers for other possible solutions. the prelimma0· rexnew shows that a ha-ard to the public exists. the CiD' may addrear the prnblem separately item the Priority Ranking Prnlects are ranked tit\wide. based on :he p,~mt score from Step 1 The h:?~cst ranking projects are undertaken first. 'he number of projects mineted each, ear depends on Ctt\ resources. The c/iv nontics all proloci recuesh, r; 2: the statu~ of choir request after eu!rer or Step 2. as appropriate. The C:tv notrues the appropriate nctghse:T. ood assocution~ of the status of the ! ~ hiz~-.cst naked pr~ccs and asks tot [hell don- Once m the process, a project is consid- ered m the annual prionty ranking step for up to 3 ','ears EL, after 3 >'ears. a project ha5 not received a high enough priority to proceed. it is no tonget digible for considerauon. This time hmitation ensures that the project request has not become obsolete because of changrig trafhc conditions and/or new residents in the area. The project requester ks notified when the 3-year [imn expires At that time. a new request may be made to re-enter the project [n the program. Step 1 ts then repeated to obtain current mformatton. Petition-to-Study If a project :s ranked high enough to proceed. a petition-to-study ;s circuhtcd ~nchm a ~e[mcd prq/ect area The appropriate nezghborhood a:soc!anon ts g~er~ the }ppottumty to offemily request the peunon-to-stud5 [l the ncTshbernood as:ocmtlon ioes not w~sh D do so the ongma[ reject reqnesmr ;s responsible tot making the request Ciu. staff establish the poution-to-study area 'nased ,,n the in[ormauon obtained dunng the prehminar7 revie,,~ ins area ,s gencrai',v defined as those housch&ds and businesses [renting on the a~c:cd sagmath o~ :he project street [n the case of a single :ntetsecnon probicm. the minimum area would be approvmatc[y one brock :n all direcoons. The purpose o[ the petitton-to-study is to deerrome the level of agreement among residents on the project street that there is a problem they want to address. City staff prepare the peuuom describing the problem and the proce- dures to be toilowed if a study is undertaken. The project requestone)[s responsible tar cireulanng the petition. v, qth City staff assistance as required. Signatures representing a majorit)' of the households and bustne*`scs within the petition-to-sludy area are required to move the project Jarward. Each household and business !s entitled to one s~gnaturc. Non-resident propart)' ox~ers are not included in the petman- to-study process Plan Development The City holds a public meeting m the area to tufare! residents of the pending proleer, to describe the NTMP process, and to gather additional m[ormanon shout the traffic problems and related ne',ghborhoed needs A citizen traIfic committee is formed at thxs stage The traffic committee works v,:th City stair to dctemnne its member- ship criteria and meeting procedures. and continue,, to work closely xx4th smf[ throughout the remainder of the pro~ect, P!an :evdopment consists o[ the [olbv::g steps: · J~s~:sment of problems and neei, · Iden:zication of project goals and obiei:ives ·ider. zficatton of evaluation criteria · De"ebpment of alternative plans/ soLuuons · Sole:ton o[ a proposed plan The z::: two :taps are accomplished threuzh pubhc meetings. neighborhood assoc:tton meetings. and traffic commit- tee me:zings The Cky proposes so[uucns based on thB citizen input and soung !ngineenng pnnciples. Possible so[u::z3 and :heir trapacts are evaluated by d--~: traffic committee. City bureaus, and ~22r affe:ed agentins Test Installation Once: Dim fs agreed on by the traffic committee and Ckty staff. the City prevent a poution describing the proFc:_d pro'oct and caihng tar a tem~:-.:5't~s:installation. Traffic com:r.::tee members circalate the pc:t:- ',vtth:-. a defined area ,.~ ~t:'~ staff a-st,lance as FCqLI!red. The peuuon to-test area must include all properues located on the project street and on adjacent local service streets within an area approximately 1 block from the project street. The traffic committee may expand the peuuon-to-test area beyond these minimum requirements if desired. 5igatures representing a majority of the households and businesses within the pet~uon-to-test area are required for the test to proceed. Each household and business is entitled to one signature. Non-residem propert!.' owners are not inc!uded in the pettuon-to-test process. However, they are notified of the proposed test and informed of the procedures to be followed :n approving a penTtenant restallan:on. if the petition is successful, the test will be installed for no less than 3 months. If the City Traffic Endricer finds that an unforeseen hazard exists, the test may be re,,4sed or removed. When testing of traffic devices is not possible or necessary, the Cit7 can recommend permanent constntcUon based on a positive ballot. kSee step 7.) 6. Project Evaluation FoIIov, qng the test period, the City' evaluates how wall the test has per- formed in terms of the previously defined proNems and objectives. The evaluation includes the subject street and streets impacted by the project, and is based on before-and-after speeds and volumes, !roDacts on emergency eehtdes or commercial useb. and other evaiuauon cnkm detertamed by the traffic commLttea during step -' It the evaluation criteria are not met to the sansfaction ~:i :he trafhc committee and City staff the traffic plan may be modified and additional testing conducted. The final test results are reviewed ~nth the ira/he zommlttee. area residents. and rele'.'ar,: City bureaus and the tnCorTnatior, ts dlstnbuted dunng the ballonng sta~e The City '.Eli not fom'ard a project to a ballot it the test :esults show u ts unsafe or it ~.olates NTMP or other C:tv policies. Ballot To fobyard the proloci to City Council action (step 8 approval from house- holds. bnsineses. and non-residem prope~ O~TErS withm a defined ballot area must be obtained ~4a a confidential mail ballot administered by the Ot5 The ballot area includes all properties located on the project street and on adjacent local _=cryice streets iat either 1) are x~ntb, in an area approxm:ately ! blocb, froft. the project. or 2' experience a :to, flit volume ',ncrease that :s at !e:.st 75 percent of the maxtmum xceptabte increase has alerefined by the :raff~c commineff dunng Step 4% For projects that do not include traffic diversion a majority of those ballots that are returned must be in favor of the project for it to proceed to City Council action. For projects that do tnc!ude traffic diversion, removing or reroutmg an existing flow of traffic through con- struction of physical barriers such as cul-de-sacs or full or partiaI diverlets). the realonly of digib[e households and businesses m the ballot area must respond favorabb: For example. with 100 eligible households/businesses. 5 l affirmative responses must be received for the project to proceed. Each household. business. and non- resident propert~ ox~ner ts entitled co one ballot. 10. Monitoring The Portland Office of Transponauon and the Bureau of Parks and Retreatton morntot constr~cted dexqces, The Office of Transportation ts responstbte for fie physical appearance of the project and br traffic control de;q.ce~. and the Bureau of Parks is responsibie for landscape maintenance, l 1. Follow-Up Evaluation Within 3 to 5 years after construction o[ an NTMP project. the Cky conducts a follow-uo evaluation to dete~ine tf the projects goals and obJecuves continue to be mc Fhis evaluation may eatall traffic studies of volumes. speeds. and accidents, as well as public oplmon surveys Citv Council Action Based on d'.e pro,l~ct e\aluatlon and a postlive baiiot. Citx stuff members prepare a report 2nd recommendanons for Gtv Count5 actton The report outhues the process 5o/leu ~d, includes the projet :indm~s and states the reasons for ~he rccommcndanons Ifa proJeLL does not obt:tu the reqmred ballot approval Lt ~s not tbr, varded to City Coonc:i Desi~ and Construction Final desi~ and constmcnon ts administered by the Cit,v and is generally cample',ed within 12 months after the ballot, 8 i POINT ASSIGNMENT FOR NTMP REQUESTS The following information is used to deveh>p a numerical score br eacfi NTMP project request Scores are used to rank requests on a titrude basis. A high ranking, available budget, and other factors are used to aleten'nine which projects ,,vail proceed to the petition-to- study stage. 1. Traffic Volume Average daily volume ton :he segment of the project street ha,,mg the h~hest vdume), dindad h tOO · 30 points maxlm. um score Speed Peruant of vehicles over the speed limit ton the segment of the prqect street haung the h~ghest percentage o`` er the timilL divided by ~, · 30 points maxmmm score Accidents Act!dam rate over 3 consecdtive ','ears ucc'.dents per million vehic!e miles traveled) · 30 points maremum score Elementary,' Schools · $ points tot each private or public elemental- school on the subjet: Street. Other Pedestrian Areas . Up to 5 points for each indWdual pedestrian-oriented fatality, such as elderly housing or a park on the subject 5tree~ · For perlesmart-oriented facilities grouped together on the subject street, up to 5 points for the group . 10 points maximum score Desi~ated Pedestrian Routes · 5 points for a subject street desig- nated as a pedestrian route rn the City of Pxtian& arterial streets classifica- uons and policies Desi~ated Biqcle Routes · 5 points for a subject street defig- noted as a bWcle route in the City of Pon!and's arterial streets classifications and policies Auachment 2 TRAFFIC MANAGEMENT DEVICES This section provides a brief description of some zornmanly used trafhc management deuces A chart summorning the effects .3f these and othc possible devices is also included. Traffic circles are raised is[ands placed tn an intersection. The primart,' purpose of a traffic circle is to slow high-speed traffic, Traffic circles are most effective when consir'acted in a Belles on a local service _~treet. An addiuona[ benefit is that the,,' reduce the number of reported accident-, iReparted accidents tend to bc more severe than unreported accidents / Cul-de-sacs are complete closures the street either midblock or at an intersection They are intended to campktefy bfock access from one end era local street By doing so meier reducnons m speed and eohme result A cubde-sac installed on a street may create problems for emergency vehicle access Th:s problem can usually be overcome an aCeounce gumaround ts pmuded or the ale-de-sac tS consfiltered ~uth mountable curbs Rebidents max bc required no access their property by less direct route ff access is bbckd bx a cubde-sac 3. Chokers or curb extensions nawow the street by wxdening the side~ulk or the landscaped parking strip. These de'4ces are emp[o,x ed to make pedestrian crossings easier and to narrow the roadwa,v The? provide a ,risual cue m motorists that the)' are on a non-arterial route. Semi-diverters timit access to a street from one direction by blocking half the street. They may also be constmcte~ tO limit certain move- meats at an mtersection. Semi- dh'arters are generally effecnve m reducing volumes, especially tf the predominant direction of travel on a street is the one where access is reduced. They allow a higher degree of emcgency vehicle access thall cul de-sacs or diagonal divereefs Diagonal divertors phce a barter diagonally :,cro~s in interscanon disconnecttag the legs of the mtersecnon. These deuces are effective ~r. reducing volume The'.' allow more :reedom of circu[auon v. nthin the netghborhood zh.!n cuh- de-sacs gt/gonal dix erters can bc designed and insrailed to provide emergeno' vehicle access. 14 Intersection channelizations are &zs%~ed to Limit certfin movements. narrow the mtersection. or other,,,nse direct trafbc. They are unique to each mtersecUon and can take a variety of forms An example is a median island that restricts through movements Speed Bumps are currenti5 being tested as a deuce to slow x'ehide speeds on a bcal semce subeeL. The testing process has tnciuded three phases Phase [ tested emergency segdce and other semce vehicles Phase [I nested neighborhood traffic and resident responses Phase III will test two ekemotive speed bump desi~s. The =peed bumps used m the Phase I and Phase II tests were 3 inches high bp ].2 feet rode The Phase ill test roll analyze one speed bump that is 3 inches high by 1.4 feet rode. and another speed bump that ts 3 mches high by 22 feel v~de. Stop Signs Residents involved in NTMP pre.'ecLs often ask why stop signs arc not used :,s a managemere de,,ace high enough that the non'nai nght-.a[-way role is unduh' ha:arduus Stop signs are used to assign right-of-way at an intersection. They are inst:,[led st intersections where an accident oroblem is tdennfted. where unremovabfe usibihtv restrituaLs exist ksuch as buildings or top%raphyh and/or where volumes are divert :rage or reduce speeding Cir,' of Portland studies and studies from other jurisdictions shox~ :ha~ such use of stop st~s sedum has the desired effect. In [act. the use o[ stop signs sold\ to reg.tlate speed typically causes negar, ve traffic safe~y trapacts man-compLiance ruth the signs and mcreased accidental. 15 Tr~efic CaIrrdng Dea~:tx for Collector Strttts EXECUTIVE SUMMARY For the past ten years the City of Portland has been actively develophag and applying traffic management ~chnjques to City roadways in order to enhance livabLtity for adjacent residents. The enhancement of neighborhood livability has been achieved in large part by the reduction of traffic speed. During this period the City has developed and implemented the Neighborhood Traffic Management Program (NTMP) to ~,~A,'ess traffic 'related issues on residential street classified as Local Ser,,ice Streets according m the Comprehensive Plan. The City is now in the process of developing the Arterial Traffic C'~lming Program (ATCP) to .arl~ss similar traffic related issue on residential streets classified as Neighborhood Collectors. The fundamenta/difference between the programs, both of which ~etAvess residential waffle issues, is based primarily on the policy distinction between sweets classified as Local Service Streets and Neighborhood Collector Streets according to the Transportation element of the Comprehensive Plan. This is an important distinction in that many of the roadways found in both of these classifications have similar character and look, including volume, width, speed, and adjacent land-use. According to policy, however, Neighborhood Collector roadways are to function as low level arterials (carrying through trips), wl'd/e Local Service Streets are to serve adjacent land-use only. Thus, these two street classifications require fundamentally different approaches to traffic calming. This distinction played a significant role in helping to identify primary goals for the ATCP. Because of this arterial policy distinction the ATCP is being developed with two primmy goals: 1) The first primary goal of the ATCP is the enhancements of residential livability along the roadway. This specifically includes livability enhancement for pedeswians, residents, bicyclists, wansit user, school children, etc.. !) The second primary goal of the ATCP is to maintain, to the extent possible, the arterial integrity of the roadway. The viability of the roadway to carry local through n'affic should not be so degraded as to cream significant traffic volume shifts. The devices identified in this report were evaluated for there ability to meet the two primary goals of the ATCP. Devices were evaluated in tens of speed reduction, residential enhancement, pedestrian einh~ncement. impant on nansit, impact on emergency services, impact on adjacent access, and impact on general vehicle operation including safety and delay. The report categorizes the devices according to their current status for appropriateness for use on collector roadways. These categories include: I~, BJ, EXECUTIVE SUMMARY Traffic Ca2m~ng DL, vi:eS for CoZlerlor Sereas Approved Devices Devices in this category are devices that are currently approved for use on Neighborhood Collector roadways. These devices include, curb extensions, medians, and meriz/speed bumps. Devices Under Test or Demonstralion These are devices that are highly promising and currently under test or being considered for test or demonstration. These devices include: entry treaunents, median slow points, raised crosswalks, and textured pavement treatments. Potential Devices Ordy the serpentine has been identified as a device in this category. It is thought that the device has promise for meeting the goals of the ATC. P, however concerns regarding traffic safety and parking removal make testing the device dfffic~t. Other Devices These axe devices that are considered inappropriate for Neighborhood Collector roadways. It is thought that these devices will significandy degrade the integrity of the roadway as a minor arterial. These devices include: road closures, divefrets, traffic circles, single lane devices, chlcane, and local street speed bumps. TMs report should be considered only an early assessment of these tools. There remains many unanswered issues with regard to many of th~ devices. With experlence many of these devices will likely be re-categorized as approved devices. Page B.,4 EXECUTIVE SUMMARY Traffic CaL'njng Devlcex for Collector Streets INTRODUCTION This report has been produced as part of the development of the. A.rt~fial Traffic Calming Program, ATCP (formally the Collector Recovery Program). This comparative discussion of traffic calming devices was prepaxed as a way of identifying both appmved and potential devices for use as pan of this program. The report categorizes the devices according to their current slams for appropriateness for use on collector roadways. These categories include: Approved Devices Devices Under Test or Demonstration Potential Devices Other Devices Each device has been evaluated in the report under fie following standard format: Objectives The broad-based primary and secondary objectives for each device. Application The general circumstances under which use of the device c~n be considered both in by itself or as pan of a street scheme or plan. Limitations The limitations on the use of the device, i.e., where the device is appropriate inappropriate. Advantages The main advantages or "strong points" in favor of use of the device. Disadvantages The main disadvantage or "strong points" against use of the device, Unresolved Issues Untosolved issues with potential for developing into either advantages or 'disadvantages. Issues m-e untosolved due to lack of field experience with device. With continued testing and demonstrations these issues will become resolved. The report is intended to be a preliminary guideline ordy. The guidelines included in this mpon r~tuire ,~d,titional engineering expertise 'and judgment in the development of specific solutions for specific identified sire problems. INTRODUCTION Trq'fic Calming Dev~Lv for Collector Streets APPROVED DEVICES Approved devices are those devices which are currently available for use as a part of the Artefia/Traffic ca]xning Program without furffier testing or demonstrating. These device include: Curb Extensions Mecfians Araex~al Speed Bumps A~oPRO V?..D D~c'VICI:...Y Traff~ Cdtrdng Devi~e.~ for Collector CURB EXTENSIONS ObjecXive Enhance pedestrian crossing point. Cream visual screen or break along line of roadway. Applicalion Cttrb extensions are applicable on roadways with vehicular traffic perceived as being incompatible with the adjacent r~sidential land use. Curb extensions can be installed either st intersections er mid-block Carb extensions may be used in conjunction with other traffic calming devices. Limitations Curb extensions are limited only to the degree that they extend into the travel way. (Curb extensions cannot impede or restrict the two-way operation of the roadway) Curb extension can be used on all roadway classifications according to the Transportation Element of the City of PorT. land Comprehensive Plan with the exception of "Regional Trafficways". Advantages · · · · · Reduces pedestrian crossing distance and time. Provides v~sual enhancement of pedestrian crossing point. Prevents passe. rig of turning vehicles. Requj. res no deviation from straight line vet-title path. Fae. litatcs ransit IO~ding and unloading. Disadvantages Some parkS, ng removal requlxed_ High installation cost Effective cuxb extension design precludes bicycle accommodation Unresolved Issues Cost/benefit Maintenance Costs Bicycle accommodation. APPROVED DEVICP,3 Pogo J-7 New Curb Line C~n.~ng De~ic,,: for Collector Streefs CURB EXTENSIONS - New Curb Line Page APPROVa~ DEVIC2:.:S T~fj~c Cab~n~ De~ices for Colie~zor Str~s Objecave ~o~de v~u~ cue of change ~ ro~way en~ent. Apph~aaon M~s ~e app~cable on re,ways ~ ve~c~ ~c ~r~iv~ ~ ~g ~compafible ~ ~e ~j~ent ~si~n~ ~d use. M~s may be used ~ conj~cdon ~ffi offier ~c c~g &~s. Lim~ons M~s have no gene~ ~im~ons. M~s c~ be us~ on aH ro~way ct~s~ca~ons acco~g to ~e T~omdon Element of ~e fi~ of Pond Comprehensive PI~ ~ ~e exception of "Re~on~ T~cways ". Advan~ges ~o~des ~suM e~cement of roMway env~oment ~cul~ly ff l~cap~). ~evenu pass~g. Septares opposing ve~cle ~vel l~es. Disadvan~ges Major p~g ~mov~ ~ Expensive ~c~y ~ l~eap~g ~clu~). ~o~biu ~or ~ ac~ss ~d movemenL Unresolved Iss~s Bic~le ~sues ~s~nefit A. PPROV&.D DEWCES Poge ]-9 Trifle CaL~ng Dev~es for Collector Swe~s ARTERLAL SPEED BUMPS Objecave · Reduce vehicular speed. Appl~a~n Arterial speed bumps are applicable on roadways with vehickdar speeds perceived as being incompatible with the adjacent residential land use. Arterial speed bumps may be used in conjunction with other traffic calming devices. A:tefial speed bumps are limimd for use as per the City of Portland Traffic Manual. Azlerial speed bumps are limited for use on streets classkfied as either "local service sueets" or "neighborhood collector sxzeets" according to the Transportation Element Arterial speed bumps are lh'nited for use on two h. ne residential streets with 851h percen~le speeds of between 30 and 45 mph. Speed reduction over cnire length of s~-eet requires installation of devices in a series along the length of the sueeL Advan~ges · · · · · Effectively reduces vehicle speeds to 25-30 mph near the location of the device. When used in series, effectively reduces speeds of vehicles over the entLre length of a roadway section. ReI~tivety inexpensive ($1,500 to $2,000 per bump) Requires no parking removal. RequSaes no deviation from vehicle su'aighi line path. Does not impact ~tersection operations. Poses no resu~ctions for bicycles D~advant~ges Possible increase in traffic noise due to braking and acceleration of macks. limited for use on roadways with 851h percentfie speeds less than 45 mph. Unresolved Issues · Device M~ntenance APPROVED DEVICES ]'ra~c Calm2ng Devicex for ColJector Opl;onal Speed Bump (typical) L Opf~c lOt'' D,simble ~ ~ 1 Center etrTn:zY~ Lane Section A--A Sealion B-B 12' -- DEVtC'iT..S UtVDF.~ ]k.Sj OR DI=~ON~'iKAaJON Pa~e B - I I Trq2~c Calming Drylees for Collector Stree:s DEVICES UNDER TEST OR DEMONSTRATION Them m-c a number of the devices currently under test or demonstration that arc highly promising for use on higher volume residential s~xeets and as pan of the Arterial Traffic Calming Program. These device include: Entry Treamaent MexJ.ian Slow Point Raised Crosswalk Textured Pavement Treamaent D;zVICES UNDER lP.3'I OR DE.~ION5'IRAilON Pa~e B - |2 Tr~c CaJnu'ng Deliees for Coilrotor Streezs ENTRY TREATMENT Objective · Provide visual and tactile cue to drivers of entry into specific area or enviromnent. Application · Enn'y trcawncnts are applicable on madways at transition points between two different land use cnvirortments or two different s~xect classifications. · Entry treannents may be used in conjunction with other traffic calming devices such as raised threshold. s, curb extensions and/or pavement Irestudents. Limitations t · The effectiveness of an entry treatment to influence motorist behavior is limited unless included as part of an overall traffic calming plan for a street. · Entry treaunents are litsited for use on two lane or less residential streets classified as either "local service streets" or "neighborhood collector streets" according to the Transportation Element of the City of Portland Comprehensive Plan. Advantages · ~ovides strong indication of changing environment and/or driving conditions.. · Enhances pedestrian crossing area, · Aesthetically appeal~g (improves appearance of intersection), · Poses no access restrictions for roadway users. Disadvantages · Pavement ~eaunent or brick work is very expensive. Unresolved Issues · Cost · Cost/Benefit · Device maintenance issues. DEVICF_.3 UNDI:2R IES'2' OR DEMON,~'iRA~IION Ptat~e S- 13 Traffic CaZr~dng Dev~ce~ for Collector Streets MEDIAN SLOW PO~ Objective Reduce vehicle speeds Enhance pedeslrian crossing point C~ate vLsu.al break or screen along line of roadway. AppZicaaon Media slow points are applicable on madways with vehicular speeds perceived as king incompatible with the adjacent residential land use. Media slow points can be installed either at inter~ections or mid-block Median slow points may be used in conjunction with other traffic c~lmlng devices. Medhn slow points are limited for use on two lane or less residential streets classified as either "local service streets" or "neighborhood coL!ecmr streets" accordj. ng to the Transportation Element of the City of Portland Comprehensive Plan. Medhn slow points are limited by AASI-~O standards for transition taper length. Median slow points are sometimes 1Lmited by parking removal issues. Advantages · · · · · Reduces vehjcle speeds near the location of the device. Provides visual enhancement of peclestrhn crossing l:~int. Prevents passing of mining vehicles. P,.equlres only minor deviation from s~aj. ght Une vehicle path. Accommodates bicycles Disadvantages · . Some park~g ~moval required. UnreSolved Issues · Cost of device · M~]ntenance Costs I~i~. ~-I~ DE~iC~5 UNDER T;~'2' OR D~IONXl RALIION Traffic Ca,~m'~g Dtvic~ for Collector St,'tt.t.v 1Wm-BLOCK M'F, DI, AN SLOW POINT SECTION A-A INTERSECTION Db'WlC~ UNDiz~R I~SI' OR DF_~ION3'IRAIION Pa~e B- 16 Trc~c Calrtu'ng De~ices for Collector Strtt4s RAISED CROSSWALK Objective Reduce vehicular speed_ Enhance pedestrian crossing point. Application Raised crossw~lk~ are applicable on roadways with vehicular speeds perceived as being incompatible with the adjacent residential land use. R~[sed crosswalk~ are applicable at locations with significant pedestrian crossings. Raised crossw~Bc~ may be used in conjunction with other traffic calming &vices particularly entry ~rea~nents. Limitations Raised crosswatk~ are i/m ited for use on two lane or less residential streets classLfied as either "loca/service sn-eets" or "neighborhood collector streets" accordring to the Transportation Element of the City of Portland Comprehensive Plan. Raised crossw~lk~; l~ke arterial speed bumps, ~re limited for use on roadways with 851h pcrcentile speeds less then 45 mph. Raised crosswalks, like arterial bumps are lindted for use according to the City of Pordand Traffic Manual for speed bump use. Ad~n~ges Effectively reduces vehicle speeds near the location of the device. Creates v/sual enhancement of pedestrian crossing point. If consn-ucted curb-to-curb, provides smooth transition and pedesn=~an crossing at same grade as adjacent sidewalks. Poses no access resu-ictions for roadway users. Requires no deviation from vehicle su-aight line path. Does not impact intersection operations. Disadvantages Possible increase in traffic noise due to bradring and accelera~on of vehicles. If not conslruc~zl curb-to-curb, grade change can create dd. fficulty in cross/rig for ' visually impaired. Pa~ B-17 DEVIC.~' UNDER ~ l.'vl OR DF.~4ON~'I?,A~ION Traffic Cai2m'~Z Devlces for Collector Stress Unresolved Issues · · · · · Access issues for emergency services and transit veh/cles. Device maintenance issues. Cost Device design Device Markings Page S-18 Dt~VICES ONDI:ZR l~'l' OR DEMON3'II~L41ION Trq~ic Calming Devices for Collector Streets lVlTI')-BLOCK A Section A-A RAISED CROSSWA!,K A INTERSECTION A A Page DIz'VICtz:5' UNDER 1 )~5',~ OR DK4,1OtV,S'i RXI iON Objecave Tr~/~c Cal~-a'ng Devices for Collector Streexz COLORED & TEXTURED PAVEMENT TREAT1VIENTS Reduce vehicle speed. Provide visual and l~cffie cue to drivers of entry into specific area or environment. Application Colored & textured pavement tma~nents axe applicable on roadways with vehicular speeds perceived as being incompatible with the adjacent residential land use. May be used in conjunction with other traffic calming devices such as raised thresholds, curb extensions and/or pavement treatments.. Limitations Colored & Textured pavement meatments de limited for use on two lane or less residential streets classified as "local sendee sur, ets" or "neighborhood collector sn'eets" according to the Transportation Element of the City of Portland Comprehensive Plan. The effectiveness of colored & textured pavement treatment is limited ,,nTess included as part of an overall ~raffic management plan for a street. Textured pavement treaunents arc limited by the degree of treatment roughness (roughness impacts noise and bicycle/motorcycle safety). Advantages · · · · · Provides strong' indication of changing environment and/or driving conditions. ff tackle enough, speed reduction possible. Potentially aesthetically appealing (ff brick or' block is used) Poses no access restrictions for roadway users. RequLtes no parJdng removal Disadvantages The more tactile, the more noisy. Possibly creates h.7~rd for bicyclists If not tac~Je enough, limited traffic c~Jming value. DEYtCI:~ UIvDER 1~'1 OR DF..ad(DN$IP, AIlON Poge S Unresolved Issues · Design · Cost · Effectiveness · Bicycle issues Traj~fic CaI, Tu'ng Devices for Coll~:tor 5rrt~ts UNDER :IP, X2 OR DIi~ON~,'JRA:HON Traffic Calming Devices for Collector POTENTIAL DEVICES Potend~fl devices are devices which have potential for use on higher volume reside~H.1 streets and/or the Arterda/Traffic CalmLng Program, but due to design consu'aints carmot be tested or d~monstrat~d on the two existing test projects. It is recommended that d~vices identified in this category be tested or demonsu'ate~ when appropriate, as part of future projects. On/y the serpentine/offset device currently falls into this category. POt t;¥1IAL DEVICES Poge B-23 Tra~c Cabrdng Devices for Collector Streets SERPENTINE OR OFFSET TYPE TREATMENTS Objecave Reduce vehicle speeds Create visual break or screen along line of roadway. App~caaon Offscts/serpentines are applicable on roadways with vehicular speeds perceived as being incompatible with the adjacent residential land use. Offsets/serpentines are located at mid-block locations. Offsets/serpentines may be used in conjunction with other traffic calming devices. Limitations Offsets/serpenffnes are cu~ently not approved for use i.n Portland However, ff approved, would be Hrnitex~ for use on two lane or less residential streets ch. ssified as "local service streets" and possibly "neighborhood col.lecter streets" accorc~ng to the Transportation Element of the City of Pordand Comprehensive Plan. Device [imited by AASHTO standards for r,'a_nsition taper leng~. Device wiTd require signScant parking removal and is therefore l~mited to locations where parking removal not an issue. Advan~ges Reduces vehicle speeds near the location of the de'Ace. Prevents passing of turning vehicles. Disadvan~ges Significant parking removal required. Requires major deviation f~m straight Ij. ne path. Sr~ight line deviation provides head-on & fixed object collision potential. Unresolved Issues · Cost of device · · ,Bicycle Provision · · Cost/benefit Maintenance Costs Effectiveness of device. POI'~VI IAL DEVICE3' Pa~le B-2,4 Tr~c Calrnin~ De, ices]or SERPENTINE/OFFSET New Curb Line Tr~O~c Calming Dev~es for Collector Smeezs OTHER DEVICES This report has so far listexl devices that arc, or toay be, appropriate for Mghcr volume two lane roadways as pan of the Arterial Traffic Calming Program. The ArmHal Traffic Calming Program l~eats residential llvabflity issues on succt classified as "neighborhood collectors" according to the :ansponafion elctoent of Cffy of Portland Comprehensive Plan. Neighborhood collectors m'c arterial roadways, and as such arc designated to serve as a higher n.ffic volume streets. The Arterial Traffic C~lrning Program goals and objecdvc rccognizc that while livability issucs toust bc addressed, that the integrity of neighborhood collector stmcts to function as artcrials toust also bc toaintalncd_ Therefore, devices which degrade thc arterial inmgrity of thcsc madways, in tcrrns of diverting significant mounts of Iraffic, sac identified in this section, as unsuitable for use in the Arterial Traffic Calming Program. The following is a Hst of devices that arc dectoed unsuitable for artcrial roadways but may bc appropriate roadways where maintaining arterial integrity is not relevant: Road Closure Diagonal Divcrter Singtc Lane Entry or Threshold Traffic Circle Local Speed Bumps Singtc Lanc Slow Point Single Lane Offset Chicanc PqeB-2~ O2~lP,~ D~ViC~L~' Suburban Residential Traffic Calming BY C. EDWARD WALTER affic calming or slowing is ffequendy erZreferred to as reverse traffic engineer- ing. Instead of casing and speeding traffic flow, traffic calming uses geometric changes or designs that passively regulate travel speed. Europeans take traffic calming very seriously: In residential areas they try for 20 miles per hour (mph) speeds to reduce injury. severity.. In commercial areas, where there are shared traffic zones between vehicles and pedestrians, they strive to achieve speeds of 10 mph to 15 mph. Traffic calming measures are generally retrofitted onto existing streets. However, having once recognized the need for traffic calming. these ideas have led to new hierarchies of residential street classifications and design principles in England and Anstralia.I In the Washington. D,C.-Balt~more. Md., suburban areas, postwar residential development frequently was modeled along the Columbia, Md., residential plan of long curving residential streets with numerous cul-de-sacs. These nonlinear street plans have led to longer trip lengths. At the same dme these new resi- dential patterns were developing. local governments developed rmhimam design standards setting width, curvature and ffequendy vertical grades based on street C. Edward Walter is Chief of the Traffic Engi- neering Division for Howard County, Maryland He is a graduate of Cornell University and has a master's degree from MIT He k a Member of [TE. classification. In Howard County, Maryland, which has between Baltimore and Washington, a 35 rnph design speed was used for residential streets with a 30 ft to 36 ft roadway width. Frequendy 2,400-f1 to 3,000-[t long cul-de-sac streets were approved; it is little wonder that despite 25 mph speed limits, 85th per- cenfile speeds of 38 mph to 40 mph are routine in such residential areas. Residential speeding is a major com- muhity concern. Speeding has become a way of life for many; although residents may pass their own property within the speed limit, they have no hesitation in zipping past their neighbors' property as fast as possible. PoIice with limited resources undertake periodic enforce- ment on request, but such enforcement efforts are spotty at best. These situations have given rise to the development and success of traffic calming measures in existing residential neighborhoods. Traffic engineers in the metropolitan counties surrounding to reduce speed in suburban residential communities. This article presents the results of that effort. Vertical Alignment Modification Vertical changes to roadway geome* try offer guaranteed speed reduction.~ Speed humps, developed in England and sometimes referred to as "insomniac policemen," control speed by adjusting the height and spacing of the hump. They introduce a vertical acceleration factor to the vehicle. The Watt's Profile Speed Hump, as developed in England. is a por- tion of a 12 ft-long cylinder rising 3 inches (in) in height (see Figure 1). In 1990, Howard County placed seven of these humps on Baltimore Avenue near Laurel. Md. The 851h percentlie speed Baltimore and Washington have formed the Maryland Traffic Engineers Council to solve joint problems. Several of the jurisdictions have been working with community groups on traffic calming measures. In 1992, the council formed a traffic calming sub- committee to share information on ways FiFe 1. Speed hump. 44 · ITE JOURNAL, SEPTEMBER 1995 , .I Figure 2. Traffic circle. before placement was 38 mph and the speed limit 25 mph. Immediately aftenvard (and continuing to the present day), 85th percentlie speeds were 27 mph to 29 mph between humps and 15 mph at each hump. The series of humps replaced two multi- way stops and had the concurrence of 75 percent of residents. There have been no accidents in the four years since the humps were placed vs. four accidents in the two years immediately before hump construction. A year later Howard County placed four humps on Dogwood Drive. a narrow residential street between two arteri- al roadways. The 85th percentile speed before construction of the humps was 40 mph: after construction. it dropped to 28 mph. There also has been a 24 percent reduction in traffic volumes on Dogwood Drive as vehicles diverted to other routes. The Watt's Profile Speed Hump frequently has been limited in its application to roadways with 3.000 vehicles per day (~pd) or fewer. airhough Dallas permits its use on streets handling up Figure 3. Roundabout. to 8,000 vpd.' A fiat top speed hump 22-ft long with a center 10-it flat section was pioneered in the United States by Seminole County, Florida.* where it has been used on collector roads with more than 12,000 vpd. In England. flat top humps are used on col- lector roads and also frequently serve as pedestrian crossings. Two flat top humps were installed in t993 on Shaker Drive in Howard County, where the 85th percentde speed was reduced from 43 mph to 29 mph. Remarkably, the speed between humps and at humps are essentially the same. (Seminole County found similar operating experience.) This characteristic has led to its adoption in Howard County as the preferred hump design. The City of College Park, Md., recently completed construction of four raised pedestrian crossings as part of a road rehabffitation. The cross section is similar to a fiat top speed hump with a 3-in rise. The city added visual impact to the crossings by constructing the fiat top portion with concrete and brick. The Institute of Transportation Engineers has published a pro- posed recommended practice on speed humps. It was prepared by the Technical Council Speed Humps Task Force, which is current- ly evaluating comments before a final decision on adoption? Horizontal Alignment Changes Traffic Circles and Roundabouts The City of Seattle. Wash., pioneered the U.S, concept of installing small traffic circles in existing intersections to slow traffic through residential areas. From a smalI beginning in 1978, Seattle has now constructed more than 800 traffic circles on residential streets? Their pioneering experience has been adopted elsewhere, including suburban Maryland counties. Traffic circles have been installed in Maryland as both temporary and permanent instaga- tions. Some of the temporary installations have been redesigned as permanent ones and some have been removed at the request of residents, Anne Arundel and Montgomery counties have each installed several circles (see Figure 2). The success of traffic ch'cles in reducing residential travel speeds is related to the amount of horizontal deflection required as a vehi- cle moves around the drcle.: Both Anne Arundd and Montgome~ counties have designed considerable deflection in their circles. effectively prohibiting intersection traffic from traveling more than 18 mph to 20 mph. Operationally, side roads stop for traffic on the main route. Most left-turuing cars will make a 270-degrue turn around the drcle. Some of the drcles have been constructed with a mountable curb and 4 fl concrete ring to accommodate trucks. However. large trucks cannot operate within the turning radius of the circles and therefore make left turns in front of the drcle. This could be considered a dangerous practice except volumes are Iow and the circles are desired with good visibility, Because of the problem of trucks turning in front of the drc!es, Prince Georges County has constructed several roundabouts. Roundabouts ~re simila~ to traffic drcies but have splitter islands that effectively prevent trucks from turning in front of the circle,' Generally the islands are formed with concrete or asphalt curb. but occasionally they are painted (see Figure 3). Operationally. traffic entering a roundabout yields to traffic in the circle. and there is no major road/minor road consideration as at nortoni intersections. Roundabouts large enough to accommodate trucks must have a total inscribed diameter of approximately 100 feet (ft), This is frequently difficult to achieve in residential intersec- tions without acquiring additional right-of-way. Both roundabouts and traffic circies are ve~ effective as inter- section traffic calming devices. They have been used with consid- erable success in Montgomery County for isolated intersection calming. where 85th percentlie speeds have been reduced from 46 · ITE JOURNAL. SEPTEMBE~ 1995 more than 40 mph to 2hL22 mph. Along a residential route they must be repeated at regular intervals to maintain "cahn' traffic sptzeds throughuut, Circ!es huse also been constructed between intcmecdons to calm traffic. Roadway Restrictions Roadway restrictions can also be effective traffic calming devices. Many residential streets are considerably wider than required. On such streets, cars parked opposite each other in mid- block act as a temporat?, roadway restriction. This phenomenon can be Geeted by constructing pedestrian peninsulas at intersec- tions or chokers at mid-block (see Figure 4). The pavement width between chokers can be built for one traffic lane or ~o. Likewise the resmction can be either parallel to the travel way or b, visted to the direction of travel (see Figure 5, next page). Downtown Market Street in York. Pa.. is an excellent example of a one-way street oarrowed to tv,,'o lanes with a p, vist introduced at each end of a long block in order to reduce travel speeds. Medians also can be used for road narrowlags. Medians 20 ft to 50 rt or more in length ba,,e been constructed in Anne Arundel County in advance of intersections. Roadway widths each side of the medians are [1 ft. However, unles~ cars regularly park along the street. median construction by itself does little to reduce traffic speed. To compensate for this. Anne Arundel Count2,' is construct- ing small bulb-outs/peniusuIa projections into the roadway) to force drivers to make a lateral deflection as they approach and enter median-calmed area. Studies indicate that islands have reduced 85th percendle speeds by 2 mph to 5 mph. Islands without lateral deflection have the least speed reduction. "'. / I Figure 4. Parallel choker. direction ot travel only. In the next block a similar median forces similar deflection for the other direction of tra~c. Both Anne Arundel and Howard counties ha,.e painted Where are your high accident locations? Intersection Magic® Software can tell you lhat, plus: V' Customized collision diagrams 'V' Charts on .time of Day, DUI, Type of collision, etc. Any user criteria! V' Frequency reports, accident lists, custom reports, etc. V' GtS compatible ouJput V MS Windows~. compatible Programmi~ For information, contact, Pd' Programming, Inc, or ask your current consulting engineer about IIltersec'tjofl ~a~jc Questions may also be diretied to Flart"zog & C~lbill Inc. These Los Angeles area consulting traffic engineers have teamed up with prl' Progl'a111111i11~. lilt. Working together, we can help you with all your traffic engineering needs, [7t4) 731-9a55 Per Programming, I~c · BIll) ~,~-18~1~ · 1235 ApalJo Drive ® Lafayette, CO 8002~ ® fax 866-7347 ® info@pdprog.com ITE JOURNAL' SEPTEMBER 1995 · 47 Figure 5. Twisted choker. ICE WARNING SYSTEM A tool for the road maintenance services The 4 EDS components: Active pavement sensor Roadside weather station Data acquisition software PaCers · Precise determination of the freezing temperature · Refiabte determination of the road surface condition using a single transducer · Continuous prediction of the time of ice formation · Direct road surface information and alarm transmission through wireless pagers vibrc>-rneter USA VIBRO-METER Carp. 489 Devon Park Drive # 310 Wayne. PA 19087 Phone: (610) 688 3700 Fax: (610) 688 3714 48 · ITE JOURNAL. SEPTEMBER 1995 parking lane lines without centerline striping on residential streets. This visually narrows the available roadway and has resulted in reductions of 3 mph to 4 mph in vehicle travel. This narrowing can be reinforced with several pedestrian peninsulas and speed humps. Such combinations of traffic calming mea- sures are used extensively in Europe to achieve desired speed reductions. Traffic Calming Criteria Tentative criteria have been developed governing the instal- lation of traffic calming devices. Roadways considered for traf- tic calming must be primarily residential streets with a majority of residential homes and driveways frontlug on the street. Existing 85th percentlie speeds must be 10 mph or more above the speed limit and there must be 1,000 vpd or more using the residential street. Each of the metropolitan jurisdictions study traffic calming measures after neighborhood complaints. They then work with the community to quantify, and define the prob- lem. and specific recommendations are made to the community. Ma~land has found resident acceptance is paramount. and is best facilitated by working with a traffic committee from the community, which can then sell the project to the community at large. Howard County requires 60 percent of residents to approve recommendations by petition before construction. Conclusions Traffic calming can be an effective means of reducing speeds in established residential neighborhoods. Speeding generally occurs along the entire length of a street, may extend over sev- eral streets. and requires the regular repetition of traffic calming measures. The specific measures to be used for traffic caIming are determined by roadway characteristics. cost restraints and resident acceptance. Speed reductions ranging from 3 mph to 24 mph have been obtained depending on the specific traffic calming devices utilized. Regular repetition of calming devices at 400 ft to 600 ft intervals is required to maintain slower speeds along the length of a street. References 1. Green Street Joint Venture qttstralian Model Code for Residential Development. Canberra. Australia: Department of Industr}, Technology and Commerce, Nov tgg0. 2, Devon County Council Tra.(fic Calming Guidelines Great Britain: De,,on County Council. It~'al. pp 28-31. 3. City of Dallas. Department of Transportation. Road Httmp Design. Dallas, Texas: City of Dallas. Department of Transportation. p. 2 4 Nicodemus, David A. "Safe and Effective Roadway Humps. The Seminole County Profile" [TE Compendium of Technical Papers. Washington, D.C.: [nstitut¢ of Transportanon Engineers. 5 Institute of Transportation Engineers. Gttide/ines for fire De3'ign and Application of Speed Humps. A Proposed Recl2mme,ded Pracrite, Washington. D.C.: Institute of Transportation Engineers. March 1993. 6 Todd. Kenneth. "A History ofRoundabouts in the United States and France." Transportatio,i (2liarfor6' 2(4). Oct. t988. p, 6ll. 7. Auntroads. Guide to Tratfic E, gineering Practice. Rotmdabll,ts. S}dney. Australia: Austroads. 1993. pp. 19-27, 8 Austroads. G, ide tn Tra,gic Engineering Practice. Roundabotlrs. Sydney. Australia: Austroads. 1993, pp. 23 CITY OF TEMECULA POLICY FOR CLOSURE OR MODIFICATION OF TRAFFIC FLOW ON PUBLIC STREETS Traffic flow modifications covered by this policy include all "official traffic control devices" authorized by the California Vehicle Code. Some of the methods authorized in particular circumstances might include traffic islands, curbs, traffic barriers, or other roadway design features, removing or relocation traffic signals and one-way traffic flow. CRITERIA A petition request for the closure or modification of traffic flow on public streets, including re- opening previously closed streets, will be considered by the City for those streets meeting all of the following criteria: a. The street must be classified as a "local street" based on the City's Circulation Element of the General Plan. b. The street should be primarily residential in nature. Traffic volumes on the street must equal or exceed 2,000 vehicles per day for a complete closure. Volumes for a partial closure must equal or exceed 1,000 vehicles per day. d. Public Safety Agencies have not provided sufficient evidence of any major public safety concerns regarding the proposed street closure or traffic flow modification. An engineering safety study has determined that the proposed closure or traffic flow modifications will not create unreasonable traffic on the subject street or on streets which may be impacted by diverted traffic. The changes in traffic flow will not result in unreasonable liability exposure for the City. All persons signing a petition requesting a street closure or traffic flow modification acknowledge it is the City's policy that they will need to participate in all costs directly associated with the street closure or traffic flow modification in order to facilitate the funding of the ultimate improvements needed to implement the street closure or traffic flow modifications. h. The requested action is authorized by legislative authority in State law. PETITION REOUIREMENTS The following procedures must be followed for submitting a petition to the City: The City Traffic Engineer will examine the technical feasibility and anticipated impacts of the proposed street closure or traffic flow modifications. This review will include, but will not be limited to, items such as State law, the Circulation Element of the City's General Plan, the type of road or street involved, compliance with engineering regulations, existing traffic conditions, projected traffic conditions, the potential for traffic diversion to adjacent streets, the increased liability exposure for the City or conflicts with future planned improvements. The City Traffic Engineer will determine the boundary of the "affected area" to be petitioned. The affected area will include those properties where normal travel routes are altered by the street closure or traffic flow medifieations, and/or properties which are significantly impacted by traffic that is to be diverted. The petition requesting the street closure or traffic flow modifications must be supported by a minimum of 85 percent of the total number of properties within the "affected area." Persons submitting petitions must attempt to contact all property owners within the affected area to determine their views on the proposed street closure or modifications in traffic flow. The City will not accept a petition unless the petitioner offers confirmation in a form satisfactory to the City Traffic Engineer that at least 95 percent of the property owners in the affected area have been contacted and have either signed the petition in suppert of the street closure or traffic flow modification or have signed a document indicating non-support for the street closure or traffic flow modification. d. At a minimum, petitions submitted to the City for review must include the following: A statement that all persons signing the petition acknowledge it is the City's policy that they will need to participate in all costs directly associated with the street closure or traffic flow modifications in order to facilitate the funding of the ultimate improvements needed to implement the street closure or traffic flow modifications. A drawing showing the exact location of the proposed street closure or traffic flow modifications and the boundary of the "affected area" must be provided. The drawing must include changes in traffic patterns anticipated as result of the proposed street closure or traffic flow modifications. · The petition language must also clearly explain the location and nature of the proposed street closure or traffic flow modifications. The petition language and attached drawing must be reviewed and approved by the City Traffic Engineer prior to circulation to ensure its accuracy and ability to be clearly understood. · A specific reference to the Vehicle Code section authorizing such street closure or traffic flow modifications must be provided. A sample petition has been provided as an attachment to this policy. PETITION REVIEW PROCESS The following process will be used to review all petitions associated with a proposed street closure or traffic flow modifications: The City Traffic Engineer will review any petition to verify compliance with all petition requirements set forth above, including whether the request in the petition is authorized by State law. Any petition not complying with these requirements will not be accepted for consideration. If the petition contains all of the required information under this policy, the proposed street closure or traffic flow modifications will be referred to all affected public agencies in conjunction with the environmental review process. When applicable, these agencies will include all City Departments, the local office of the California Highway Patrol, County Sheriff and Fire Departments, all affected local utility companies, Temecula Valley Unified School District, Riverside Transit Agency, the local office of California Department of Transportation and any other agencies affected by the requested closure or traffic flow modification. If the petition contains all of the required information under this policy, where the street closure or traffic flow modifications on a street or system of streets may be accomplished by several different methods, a public workshop will be held to which all petitioners, affected property owners, and long-term tenants such as mobile home park residents will be invited to participate after the petition requesting the traffic flow modifications or street closure has been received and verified by the City. The purpose of the workshop will be to attempt to determine the method that has the greatest community suppert. CITY ACTION ON STREET CLOSURE OR TRAFFIC FLOW MODIFICATION REOUESTS Once a petition contains all of the required information and all of the matters described above under "Petition Review Process" have been completed, the City Traffic Engineer will prepare a report with recommendations and initiate and complete the environmental review process for the project. Project alternatives to the extent required will be defined for a temporary or permanent street closure or traffic flow modifications. The City of Temecula, Public/Traffic Safety Commission will review the street closure or traffic flow modifications request, any environmental review document prepared for the project, all public agency referral responses received during the environmental review process, and the results of the technical staff review. The City of Temecula Public/Traffic Safety Commission may support or recommend against the street closure or traffic flow modifications. If the Public/Traffic Safety Commission denies the proposed street closure or traffic flow modifications, that action will be final unless within ten days from the date of the City Traffic Engineer's notification of the Commission's decision to all property owners within the affected area, a property owner within the affected area appeals the Commission's decision to the City Council. In order to appeal the decision. the property owner shall file a written notice of appeal with the Department of Public Works. The appeal will be heard in accordance with the Appeal Process listed below. If the request is recommended for further consideration, after public notice is given, the City Council may, after making any necessary findings, establish a temporary or permanent period of street closure or traffic flow modifications. When the City Council considers a recommendation of the Public/Traffic Safety Commission or an appeal of a decision of the Public/Traffic Safety Commission with respect to a proposed street closure or traffic flow modifications, it will follow the process outlined below: A letter explaining the street closure or traffic flow modifications and the time and place when the matter will be heard by the City Council will be sent to all property owners, within the affected area prior to its installation. b. All approaches to the proposed closure or modification will be posted notifying motorists of upcoming Public Hearing. A Public Hearing will be set before the City Council and public notice will be given at least ten (10) days prior to the hearing by letter to property owners in the affected area and by posting of signs on the affected roadways as described in this Section and by a notice published in the newspaper. Public notification of the City Council action will be given in cases when a street closure or traffic modifications is approved by the City Council, and signs giving notice of the street closure or traffic flow modifications will also be erected at least two weeks prior to the date of implementation of the street closure or traffic modifications. In the event the action involves a highway not under the exclusive jurisdiction of the City of Temecula, the City will obtain the proper approvals from the California Transportation Commission pursuant to California Vehicle Code Section 21101 or 21100 (d) prior to implementation of the street closure or traffic flow modification. f. A letter explaining the final City Council decision will be sent by the City to all property owners, within the affected area. The City Council has the sole discretion, subject to all applicable laws, to approve, modify, continue or deny any street closure or traffic flow modifications request regardless of any support or lack thereof via the petition process. Any action by the City Council to approve or deny a street closure or traffic flow modifications request will be by adoption of a formal resolution. DEPARTMENT OF PUBLIC WORKS PETITION TO CLOSE OR MODIFY THE TRAFFIC FLOW ON STREET BETWEEN AND BY THE INSTALLATION OF ~Nature of Changes) AT (Location) DATE: BEFORE YOU SIGN THIS PETITION, UNDERSTAND WHAT YOU ARE SIGNING! IT IS RECOMMENDED THAT YOU FIRST READ THE CITY'S POLICY FOR CLOSURE OR MODIFICATION OF TRAFFIC FLOW ON PUBLIC STREETS. We, the undersigned resident of the area shown on the attached map do/do not petition the City of Temecula to on Stro~ as shown on the attached drawing. All persons signing this petition acknowledge it is the City's policy that they will need to participate in all costs directly associated with the street closure or traffic flow modification in order to facilitate the funding of the ultimate improvements needed to implement the street closure or traffic flow modification. The specific California Vehicle Code section(s) authorizing such closure or traffic flow modifications states: All persons signing this petition do hereby certify that they reside within the area impacted by the proposed traffic flow change as shown on the attached map. Our designated contact person is: Phone: Signature Print Name Print Address APPENDIX "A" RULES AND REGULATIONS: SUBJECT MATTER VEHICLE CODE SECTION 21100. Local authorities may adopt rules and regulations by ordinance or resolution regarding the following matters: a. Regulating or prohibiting processions or assemblages on the highways. Licensing and regulating the operation of vehicles for hire and drivers of passenger vehicles for hire. c. Regulating traffic by means of traffic officers. Regulating traffic by means of official traffic control devices meeting the requirements of Section 21400. Regulating traffic by means of any person given temporary or permanent appointment for such duty by the local authority whenever official traffic control devices are disabled or otherwise inoperable, at the scenes of accidents or disasters, or at such locations as may require traffic direction for orderly traffic flow. No person shall, however, be appointed pursuant to this subdivision unless and until the local authority has submitted to the commissioner or to the chief law enforcement officer exercising jurisdiction in the enforcement of traffic laws within the area in which such person is to perform such duty, for review, a proposed program of instruction for the training of a person for such duty, and unless and until the commissioner or such other chief law enforcement officer approves the proposed program. The commissioner or such other chief law enforcement officer shall approve such a proposed program if he reasonably determines that the program will provide sufficient training for persons assigned to perform the duty described in this subdivision. Regulating traffic at the site of road or street construction or maintenance by persons authorized for such duty by the local authority. Licensing and regulating the operation of tow truck service or tow truck drivers whose principal place of business or employment is within the jurisdiction of the local authority, excepting the operation and operator of any auto dismantler's tow vehicle licensed under Section 11505 or any tow truck operated by a repossessing agency licensed under Chapter 11 (commencing with Section 7500) of Division 3 of the Business and Professions Code and its registered employees. Nothing in this subdivision shall limit the authority of a city or city and county pursuant to Section 12111. Operation of bicycles, and, as specified in Section 21114.5, electric carts by physically disabled persons, or persons 50 years of age or older, on the public sidewalks. Providing for the appointment of nonstudent school crossing guards for the protection of persons who are crossing a street or highway in the vicinity of a school or while returning thereafter to a place of safety. Regulating the methods of deposit of garbage and refuse in streets and highways for collection by the local authority or by any person authorized by the local authority. Regulating cruising. The ordinance or resolution adopted pursuant to this subdivision shall regulated cruising, which shall be defined as the repetitive driving of a motor vehicle past a traffic control point, in traffic which is congested at or near the traffic control point, as determined by the ranking peace officer on duty within the affected area, within a specified time period and after the vehicle operator has been given an adequate written notice that further driving past the control point will be a violation of the ordinance or resolution. No person is in violation of an ordinance or resolution adopted pursuant to this subdivision unless (1) that person has been given the written notice on a previous driving trip past the control point and then again passes the control point in that same time interval and (2) the beginning and end of the portion of the street subject to cruising controls are clearly identified by signs that briefly and clearly state the appropriate provisions of this subdivision and the local ordinance or resolution on cruising. Regulating or authorizing the removal by peace officers of vehicles unlawfully parked in a fire lane, as described in Section 22500.1, on private property. Any removal pursuant to this subdivision shall be consistent to the extent possible with the procedures for removal and storage set forth in Chapter 10 (commencing with Section 22650). TRAFFIC CONTROL DEVICES: UNIFORM STANDARDS AND SPECIFICATIONS VEHICLE CODE SECTION 21100.1 Whenever any city or county, by ordinance or resolution, permits, restricts, or prohibits the use of public or private highways pursuant to this article, any traffic control device erected by it on or after January 1, 1981, shall conform to the uniform standards and specifications adopted by the Department of Transportation pursuant to Section 21400. REGULATION OF HIGHWAYS VEHICLE CODE SECTION 21101. Local authorities, for those highways under their jurisdiction, may adopt rules and regulations by ordinance or resolution on the following matters: a. Closing any highway to vehicular traffic when, in the opinion of the legislative body having jurisdiction, the highway is no longer needed for vehicular traffic. Designating any highway as a through highway and requiring that all vehicles observe official traffic control devices before entering or crossing the highway or designating any intersection as a stop intersection and requiring all vehicles to stop at one or more entrances to the intersection. Prohibiting the use of particular highways by certain vehicles, except as otherwise provided by the Public Utilities Commission pursuant to Article 2 (commencing with Section 1031) of Chapter 5 of Part 1 of Division 1 of Public Utilities Code. No ordinance which is adopted pursuant to this subdivision after November 10, 1969, shall apply to any state highway which is included in the National System of Interstate and Defense Highways, except an ordinance which has been approved by the California Transportation Commission by a four-fifths vote. d. Closing particular streets during regular school hours for the purpose of conducting automobile driver training programs in the secondary schools and colleges of this state. Temporarily closing a portion of any street for celebrations, parades, local special events, and other purposes when, in the opinion of local authorities having jurisdiction, the closing is necessary for the safety and protection of persons who are to use that portion of the street during the temporary closing. Prohibiting entry to, or exit from, or both, from any street by means of islands, curbs, traffic barriers, or other roadway design features to implement the circulation element of a general plan adopted pursuant to Article 6 (commencing with Section 65350) of Chapter 3 of Division 1 of Title 7 of the Government Code. The rules and regulations authorized by this subdivision shall be consistent with the responsibility of local government to provide for the health and safety of its citizens. LOCAL AUTHORITY TO TEMPORARILY CLOSE HIGHWAY: CRIMINAL ACTIVITY VEHICLE CODE SECTION 21101.4 (a) A local authority may, by ordinance or resolution, adopt rules and regulations for temporarily closing to through traffic a highway under its jurisdiction when all of the following conditions are, after a public hearing, found to exist. The local authority finds and determines that there is serious and continual criminal activity in the portion of the highway recommended for temporary closure. This finding and determination shall be based upon the recommendation of the police department or, in the case of a highway in an unincorporated area, on the joint recommendation of the sheriff's department and the Department of the California Highway Patrol. 2. The highway has not been designated as a through highway or arterial street. 3. Vehicular or pedestrian traffic on the highway contributes to the criminal activity. The closure will not substantially adversely affect the operation of emergency vehicles, the performance of municipal or public utility services, or the delivery of freight by commercial vehicles in the area of the highway proposed to be temporarily closed. A highway may be temporarily closed pursuant to subdivision (a) for not more than 18 months, except that period may, pursuant to subdivision (a), be extended for one additional period of not more than 18 months. -8- r:\tniffic\policy~tclostu~ll/95/ajp ITEM NO. 5 AGENDA REPORT TO: FROM: DATE: SUBJECT: Public/Traffic Safety Commission Marty Lauber, Traffic Engineer///f/ December 7, 1995 Item 5 "All-Way Stop" - Nicolas Road at North General Kearny Road Prepared By: Ali Moghadam, Assistant Engineer RECOMMENDATION: That the Public/Traffic Safety Commission deny a request for two (2) additional "Stop" signs or a traffic signal at the intersection of Nieolas Road at North General Kearny Road. BACKGROUND: The City has received a request to install an "All-Way Stop" or traffic signal at the intersection of Nicolas Road and North General Kearny Road to provide a safer pedestrian crossing on Nicolas Road. The California Department of Transportation Traffic Manual identifies four (4) criteria for the consideration of multi-way "Stops" as identified in the City of Temecula "Stop" and "Yield" Sign Warrant Policy. 1. Minimum Traffic Volumes a. The total vehicular volume entering the intersection from all approaches must average at least 500 vehicles per hour for any eight (8) hours of an average day, and The combined vehicular and pedestrian volume from the minor street or highway must average at least 200 units per hour for the same eight (8) hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the maximum hour, but c. When the 85-percentile approach speed of the major street traffic exceeds 40 miles per hour, the minimum vehicular warrant is 70 percent of the above requirements. An accident problem, as indicated by five (5) or more reported accidents within a twelve (12) month period of a type susceptible to correction by a multi-way stop installation. Such accidents include right-angle and left-turn collisions as well as right-angle collisions. Where traffic signals are warranted and urgently needed, the multi-way stop may be an interim measure that can be installed quickly to control traffic while arrangements are being made for the signal installations. 4. School area traffic control recommendations/warrants. Staff has evaluated this location and found the results listed below: 1. a. The total vehicular volume entering this intersection during the busiest eight (8) hours averages 525 as compared to 350 (500 X 70%) needed to meet this portion of the warrant. b. The combination of vehicular and pedestrian volumes from the minor street averages 121 during the same eight (8) hours as above. This compares to the 140 (200 X 70%) threshold. 2. Three (3) accidents have been reported at this location from January 1, 1994 to December 31, 1994 and no accidents from January 1, 1995 to October 1, 1995. 3. A traffic signal warrant analysis was also conducted for this intersection and signal installation is not warranted. This location has been placed on the City's traffic signal priority list for periodic review. 4. All children attending Nicolas Valley Elementary School that live south of Nicolas Road are currently bussed to school and do not contribute to pedestrian crossings. This intersection does not meet the minimum traffic volumes warrant nor the accident warrant. Therefore, staff recommends that the "All-Way Stop" installation be denied. However, to enhance the pedestrian safety, the City recently installed four (4) large pedestrian crossing signs on Nicolas Road approaching North General Kearny Road to increase driver awareness of pedestrians crossing Nicolas Road to use the recently completed parks. HSCAL IMPACT: None Attachments: 1. Exhibit "A" - Location Map 2. Exhibit "B" - Intersection Volumes C ALLE MED U S A < Z 0 < CITY OF TEMECULA EXHIBIT "B" < 0 NICOLAS C3234 4125 INTERSECTION APPROACH VOLUMES ITEM NO. 6 AGENDA REPORT TO: FROM: DATE: SUBJECT: Public/Traffic Safety Commission Many Lauber, Traffic Engineer/f~,f December 7, 1995 Item 6 "All-Way Stop" - Margarita Road at Santiago Road Prepared By: Ali Moghadam, Assistant Engineer RECOMMENDATION: That the Public/Traffic Safety Commission deny the request for two (2) additional "Stop" signs for Margarita Road at Santiago Road and place this intersection on the City's Signal Priority list for future signalization. BACKGROUND: Staff has been requested to install two (2) additional stop signs on Margarita Road at Santiago Road which would make this intersection an "All-Way Stop". The California Department of Transportation Traffic Manual identifies four (4) criteria for the consideration of multi-way "Stops" as identified in the City of Temecula "Stop" and "Yield" Sign Warrant Policy. 1. Minimum Traffic Volumes a. The total vehicular volume entering the intersection from all approaches must average at least 500 vehicles per hour for any eight (8) hours of an average day, and The combined vehicular and pedestrian volume from the minor street or highway must average at least 200 units per hour for the same eight (8) hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the maximum hour, but c. When the 85-percentile approach speed of the major street traffic exceeds 40 miles per hour, the minimum vehicular warrant is 70 percent of the above requirements. An accident problem, as indicated by five (5) or more reported accidents within a twelve (12) month period of a type susceptible to correction by a multi-way stop installation. Such accidents include right-angle and left-turn collisions as well as right-angle collisions. Where traffic signals are warranted and urgently needed, the multi-way stop may be an interim measure that can be installed quickly to control traffic while arrangements are being made for the signal installations. 4. All locations are also checked against school area traffic control recommendations/warrants. Staff has evaluated this location and found the results listed below: a. The total vehicular volume entering this intersection during the busiest eight (8) hours averages 906 as compared to 350 (500 X 70%) needed to meet this portion of the warrant. b. The combination of vehicular and pedestrian volumes from the minor street averages 234 during the same eight (8) hours as above. This compares to the 140 threshold. 2. Only one (1) accident has been reported at this location from January i, 1994 to October 1, 1995, as compared to five (5) needed to meet this warrant. Although this intersection meets the minimum traffic volumes warrant, staff recommends that the "All- Way Stop" installation be denied at this time for the following reasons. 1. Very low accident rate ( one within last 21 months) 2. Unequal approach volumes (Exhibit "B") 3. This is not on the suggested route to school for elementary schools 4. Extreme increase in delay to 77% of the entering traffic As the area further develops and the approach volumes become approximately equal, staff will re-evaluate installation of "All-Way Stop" at this intersection. Also, this intersection will be placed on the signal priority list since the existing conditions satisfy the Caltrans Traffic Signal Warrants. HSCAL IMPACT: None Attachments: i. Exhibit "A" - Location Map 2. Exhibit "B" - Intersection daily approach volumes ROAD pAUBA SITE NORTH ,ORTOLA DE ~ REQUEST FOR "ALL-WAY" STOP CONTROLS Exhibit "A" CITY OF TEMECULA EXHIBIT "B" < 0 SANTIAGO 2654 ROAD INTERSECTION APPROACH VOLUMES ITEM NO. 7 AGENDA REPORT TO: FROM: DATE: SUBJECT: Public/Traffic Safety Commission Mark Brodowski, Battalion Chief, Fire Station 73 December 7, 1995 Item 7 Margarita Road and Cara Way -Rancho Villa Del Mar Condominiums RECOMMENDATION: That the Public/Traffic Safety Commission consider the concerns of the Rancho Villa Del Mar Condominium residents for parking, security, lighting, fencing and possible Fire Department emergency vehicle access modifications. BACKGROUND: Approximately two (2) years ago, the Fire Department required proper red curbing/emergency access areas on Margarita Road and Cara Way at the Rancho Villa Del Mar Condominium Complex to be free from private vehicles obstructing the Fire Department emergency vehicle access. Recently residents have contacted the Fire Department to ask if the parking on Margarita Road and Cara Way could be modified to allow private vehicles to park near their residences to prevent theft and break-ins of these vehicles. According to the residents, there have been numerous vehicles broken into due to residents vehicles having to be parked away from the condominium complex. FISCAL IMPACT: None r: ~traffic\comnfiun\agenda\95\1207hijp ITEM NO. 8 TO: FROM: DATE: SUBJECT: AGENDA REPORT Public/Traffic Safety Commission Anita J. Pyle, Administrative Secretary December 7, 1995 Item 8 Election of Public/Traffm Safety Commission Chairperson and Co-Chairperson RECOMMENDATION: That Chairman will entertain nominations from the Commissioners to select Chairperson and Co- Chairperson to preside until the end of the calendar year 1996. BACKGROUND: The Commission selects a member to serve as Chin'person and Co-Chairperson annually. This position is assumed at the first meeting in January, and the newly elected Chairperson and Co-Chairperson presides through the calendar year of 1996. FISCAL IMPACT: None ITEM NO. 9 TRAFFIC ENGINEER'S REPORT PUBLIC/TRAFFIC SAFETY COMMISSION TRAFFIC ENGINEER'S REPORT (for December 7, 1995) City Council Actions: October 17, 1995 a. "No Parking" Zone on the South Side of Winchester Road. West of Enterprise Circle South (East) - Approved Staff Recommendation (4-0-1, Councilmember Parks absent) KL/PB b. "Stop" Control on Southbound BuRerfield Stage Road at Rancho California Road - Approved Staff Recommendation (4-0-1, Councilmember Parks absent) KL/PB November 14, 1995 a. "No Parking" Zones on the East Side of Front Street from SR 79(S) to Santiago Road - Approvecl Staff Recommendation (4-0-1, Mayor Stone absent) PB/RP Traffic Division Project Status; a. A status of all active traffic requests are accounted for on the attached chart. We have also included those requests received after the lest listing which have already been completed so that the Commission has exposure to all citizen requests. b. Staff has conducted interviews with four (4) Traffic Engineering firms for the Area Wide Intelligent Traffic Management System. Staff is currently negotiating a contract amount with the most qualified firm, Albert Grovar and Associates and will be touring similar systems in neighboring cities. c. StaffhasmovedintoPhaseIIoftheS.W.A.P.D. travel forecast model update. Staff has revised model parameters in order to more accurately replicate future travel patterns. Traffic Division Accomplishments: The Traffic Division's monthly activity report is attached which summarizes our on-going work efforts. Capital Projects Status: The status of all construction projects currently being managed by the Capital Projects Division of the Public Works Department, and are included in their monthly activity report, which is attached. Maintenance Activities: A summary of all maintenance activities accomplished over the past month is also included for your information. Commission Recommendations - From the Meeting of October 26. 1995: Commissioner Guerriero: Conunissioner Guerriero suggested staff evaluate Motorcar Parkway near Carriage Motors entrance for potential safety improvements. Commissioner Perry: Commissioner Perry reminded staff to place Ynez Road parking restriction on the next agenda to review the approved red curb restrictions. He also asked to place the Starlight Ridge neighborhood safety project on the December 7, 1995 agenda for discussion. Commissioner Coe: Commissioner Coe felt that we should publish a press release announcing the traffic signal modifications (right-turn arrow) for northbound Jefferson Avenue at Winchester Road. -2- r:\tnfficXengrpt\95\eng~t95 .dee 0 99999 99 99 9 9 999 o, 9 o, o o o o o o o o o o o o o o o o o CAr FAL IMPROVEMENT PROJ,-CTS Monthly Activity Report NOVEMBER, 1995 Submitted by: Joseph Kicak Prepared by: Don Spagnoloo~ Date: November 28, 1995 I. WORK UNDER CONSTRUCTION: 1. Moraqa Road Street WideninG: The project has been completed. Staff will be recommending acceptance of the project once the contractor has submitted the maintenance bond and contractor's affidavit. 2. Sports Park Parking and Skate Board Park: The contractor has constructed all of the curbs for the parking areas, placed the concrete for the roller hockey rick, installed the sports lighting, poured concrete for the sidewalks and started placing block for the restroom building. The contractor will continue construction of the restroom and start landscaping operation in November. The project is expected to be completed by February, 1996. 3. Temecula Middle School Lighting Project: The contractor has completed all construction of the lighting project and is assembling his as-builts drawings and required documentation for acceptance by the City Council. 4. Solana Way Storm Drain Improvements: The contractor has completed the grading operation and has started placing concrete for the 78" storm drain pipe. This project should be completed by the beginning of next year. 5. Walcott Corridor: The project is in the process of being awarded to Genesis Construction and once the construction contact is fully executed a pre-construction meeting will be conducted. The project will provide for the realignment of an underground waterline and a paved road surface on Nicolas Road, Calle Giraslo, Calle Chapos, Walcott Lane and La Serena Way. This project is scheduled to start in December and be completed by fall of next year. pwO4\rnoactrpt\cip\95\nov,mar 11/28/95 Monthly Activity Repo, November 28, 1995 Page 2 6. Modification to Siqnal at Jefferson Avenue and Winchester Road This project will be installing additional signal heads to provide right turn arrows for north bound traffic on Jefferson Avenue to go east bound on Winchester Road. The contractor expects to perform all the work during the night of Sunday, November 19, 1995. II. OUT TO BID 1. Sam Hicks Monument Park Imorovement Project: Bids for construction are currently being solicited. Bids will be opened on November 30, 1995. The improvements include the construction of a 950 square foot concession stand and restroom facility, asphalt parking lot, landscaping and irrigation improvements, and assorted park site amenities. 2. Fire Station #84: Bids were opened on October 19, 1995. A recommendation to the City Council to award the project to Great west contractors is scheduled for November 14, 1995. Construction is anticipated '~o start during the beginning of December and be completed by August, 1996. The project will include grading, sewer, road improvements on Pauba Road between the new church site and Margarita Road, construction of the new fire station and landscaping. 3. I-15RVinchester Road Interchange Modifications: The plans and specifications have been approved and the acquisition of the two sections of property became effective on September 1, 1995. Caltrans has also released the encroachment permit for this project. Solicitation of Public Construction Bids, which has been authorized by the City Council, began the week of November 13, 1995. The City will receive sealed bids up to 3:00 p.m. on Thursday, December 7, 1995. The project provides for the widening of the Winchester Road Bridge over the 1-15 freeway, the widening of the Santa Gertrudis Creek Bridge, and the construction of a new northbound loop ramp. pwO4\rnoactrpt\cip\95\nov.mar 11/28/95 Monthly Activity Repo.. November 28, 1995 Page 3 III. WORK IN DESIGN 1. I-15/Rancho California Road Interchanqe Modifications: The Project Report as well as the plans and specification were submitted to Caltrans on June 16, 1995. Caltrans is in the process of reviewing these items and staff is expecting comments to be returned to the Consultant during the month of November, 1995. This project provides for the widening of the Rancho California Road bridge over the I-15 freeway and construction of a northbound loop ramp. 2. I-15/Overland Drive OvercrossinQ Imorovements: The plans and specifications were submitted to Caltrans for final review at the end of July, 1995. Caltrans has returned their comments to the Consultant. The City has also reviewed the plans and specifications and returned comments to the Consultant. The revised plans should be submitted to Caltrans during the month of December, 1995. The consultant is conducting a new soils investigation, which was requested by Caltrans, for design of the piles supporting the bridge. Legal plats and descriptions are being prepared for those properties that need to be acquired for construction of the project. 3. Emergency Generator: The project includes installing an emergency generator at the Community Recreation Center to provide power for emergency operations. The decision was made to change the location of the generator to allow better delivery and public access to the gym entrance. The new location would be an area west of the gym. The engineer is presently making the necessary changes. Staff will be requesting authorization to solicit public construction bids from ~he Council in November. 4. Traffic Signal L~ Route 79S and Margarita Road/Redhawk Parkway Plans have been signed by the County & City. Caltrans has the plans for signature and issuance of an encroachment permit. This project will be installing a complete 4- way traffic signal and removing the median island on the south leg of the intersection to provide for a dual north bound left turn pocket. This project requires an agreement between the County of Riverside and the City for the costs of the design and construction since the southeast corner of the intersection is within the County. Once Caltrans issues an encroachment permit, staff will bring to the City Council a recommendation to solicit bids and to approve the agreement between the City and the County. pwO4\moactrpt\cip\95~nov,mar 11/28/95 Monthly Activity Repo.. November 28, 1995 Pa9e 4 5. Interim Traffic Signal ~i) Route 79S and La Paz Street The third plan check was submitted to Caltrans on October 16, 1995. Comments on the plans have not been returned to the City. This project will be installing a 4-way interim traffic signal at the intersection of Route 79S and La Paz St. The ultimate improvements will be constructed when the highway is widened. 6. Interim Traffic Signal @ Route 79S and Pala Road Received 2nd plan check comments from Caltrans. This project will be installing a 3- way interim traffic signal at Route 79S and Pala Road, The ultimate improvements will be constructed when the new Pala Road Bridge is constructed and the highway is widened. Consultant is expected to revise the plans and return them back to Caltrans by the week of November 20, 1995. 7. Barrier Rail on Front St. ~i) EmDire Creek The plans and specifications have been completed. This project will install a barrier rail on each side of Empire Creek at Front Street. This project will be Federally funded under the Highway Bridge Replacement and Rehabilitation Program (HBRR). The bidding process will start once Caltrans authorizes the City to bid the project. pwO4%moactrpt\cip\95\nov,rnar 11128/95 TO: FROM: DATE: SUBJECT: MEMORANDUM Joseph Kicak, Director of Public Works/City Engineer Brad Buron, Maintenance Superintendent November 1, 1995 Monthly Activity Report - October 1995 The following activities were performed by Public Works Department, Street Maintenance Division in-house personnel for the month of October 1995: I. SIGNS II. IV. Vl. vir. A. Total signs replaced B. Total signs installed C. Total signs repaired TREES A. Total trees trimmed for sight distance and street sweeping concerns POTHOLES A. Total square feet of potholes repaired CATCH BASINS A. Total catch basins cleaned RIGHT-OF-WAY WEED ABATEMENT A. Total square footage for right-of-way abatement GRAFFITI REMOVAL A. Total locations B. Total S.F. STENCILING A. 336 new and repainted legends B. 32,838 L.F. of red curb new and repainted C. 0 S.F. of sandblasting/grinding 27 11 0 2 98 6 28,483 71 10,217 r:%roads%actrpt\95\10 jle MONTHLY ACTIVITY REPORT - October 1995 Page No. 2 Also, City Maintenance staff responded to 15 service order requests ranging from weed abatement, tree trimming, sign repair, A.C. failures, litter removal, and catch basin cleanings. This is compared to 12 service order requests for the month of September, 1995. The Maintenance Crew has also put in 38 hours of overtime which includes standby time, P.M. surveillance (weekends only), and response to street emergencies. I,P.S. STRIPING AND STENCILING COMPANY has completed the followina: · 0 L.F. of new and repainted striping · 0 L.F. of sand blasting The total cost for I.P.S. striping services was $0.00 compared to $0.00 for September, 1995. PESTMASTER SERVICES has comDleted the foliowine: · 0 S.F. of right-of-way weed control, total cost $0.00 compared to $0.00 for August, 1995. · Arbor Pro Tree Trimming removed 1 R.O.W. tree, total cost ~250.00. The total cost for Street Maintenance performed by Contractors for the month of September, 1995 was $1 4,775.00compared to ~14,764.00for the month of September, 1995. Account No. 5402 Account No. 5401 $250.00 ~14,525.00 CC: Steve Cresswell, Principal Engineer - Land Development Don Spagnolo, Principal Engineer - Capital Projects Martin C. Lauber, Traffic Engineer r:\roads\actrpt\95\10 jle MONTHLY ACTIVITY REPORT - October 1995 Page No. 3 STREET MAINTENANCE CONTRACTORS The following contractors have performed the following projects for the month of October. ACCOUNT NO. 5401 DEL RIO ENTERPRISE DATE STREET/CHANNEL/BRIDGE 10/02/95 Vallejo Channel 10/10/95 10/11/95 Mercedes @ 3rd Street Margarita Road 500' south of North General Kearney DESCRIPTION OF WORK Remove silt and debris - restore grouted rip-rap Restore and modify desilting ponds Restore grouted rip-rap MONTELEONE EXCAVATING DATE 10/25/95 10/25/95 10/25/95 10/25/95 STREET/CHANNEL/BRIDGE Margarita Road Santiago Road Pala Road Ynez Road DESCRIPTION OF WORK Remove silt and debris, refine channel Remove silt and debris, refine channel Remove silt and debris, refine channel Remove silt and debris, refine channel TOTAL COST $5,200.00 $3,450.00 $875.00 TOTAL COST $1,000.00 $1,000.00 $2,000.00 $1,000.00 r:\roads\actrpt\95\10 0 C) 0 o o. o c) o o 0 -r U uJ Z uJ Z uJ C.) Z z '1- uJ [z u)~Z uJi-uj 0o ~0'~ 00~ rr 0 ~ · 0 ITEM NO. 10 POLICE CHIEF'S REPORT City of Temecula 43174 Business Park Drive · Temecula, California 92590 TO: City Council Public/Traffic Safety Commission Ronald Bradley, City Manager (909) 694 1989 · FAX (909) 694 1999 FROM: Pete Labahn Police Department DATE: November 14, 1995 RE: POLICE DEPARTMENT ACTIVITY REPORT FOR OCTOBER, 1995 The following report reflects Part One Crimes, traffic enforcement and miscellaneous activity occurring during October of 1995. Part One Crime statistics are broken down by individual districts within the City, providing stable parameters for monitoring criminal activity, and aiding in planning police resource deployment. The Police Department issued fewer traffic citations for moving violations last month than during October of 1994. However, the total number of collisions remained relatively consistent with last year, with injury collisions decreasing by nearly fifty percent. Temecula experienced no fatal traffic collisions last month. Arrests for driving under the influence of alcohol were reduced significantly from last year. Street level narcotics enforcement continues to be a priority of the Special Enforcement Team, which served four search warrants and arrested twelve suspects in ten criminal cases last month. Reported burglaries, grand thefts and auto thefts were down by statistically insignificant numbers from last year's figures, while reported robberies and assaults increased by similarly insignificant amounts. Overall, total arrests for the month of October increased slightly over last year. Police Department response times to priority one calls averaged 6.3 minutes during the month of October. The Police Department's two School Resource Officers conducted 52 investigations, making 17 arrests and apprehending 6 truants. They completed 52 reports which would otherwise have been assigned to patrol personnel. ACTIVITY REPORT OCTOBER, 1995 PAGE TWO The Police Department's two crime prevention officers completed two Neighborhood Watch meetings and conducted 24 business checks. One article concerning graffiti was written for local media release. Both officers also hosted a Community Drug Forum last month, and conducted McGruff Truck Programs at four elementary schools. Crime Prevention personnel completed planning for and assisted in providing law enforcement coverage for the Tractor Race, Harley Owners' Group Rally, Pumpkin Run and Harvest Fest Health Fair, and were actively involved in planning for the City's first annual Public Safety Expo. Volunteers from the community continue to be an integral part of the Temecula Police Department's staff. Under the guidance of volunteer coordinator Ed Beckas, the Police Department's volunteer staff contributed 368 hours of service in October. Temecula Police Department Monthly Statistics October 1995 November 95 Table of Contents Statistical Information Map of Districts ..................................... Page 01 October 1994 Number Totals ........................... Page 02 October 1995 Number Totals ........................... Page 03 Graphs Part i Property Crimes ............................... Page 04 Part 1 Persons Crimes ................................ Page 05 Activity Breakdown by District ....................... Page 06 Burglaries by District ............................... Page 07 Burglary Comparison .................................. Page 08 Arrest Statistics .................................... Page 09 Miscellaneous Activity ............................... Page 10 Traffic Violations ................................... Page 11 Traffic Collisions ................................... Page 12 Narcotic Activity .................................... Page 13 City of Temecula Reporting Districts ECULA CRIME A B C D E F G H I SUB-TOTAL HOMICIDE 0 0 0 0 0 0 0 0 0 0 RAPE 0 0 0 0 0 0 1 0 0 1 ROBBERY 0 2 0 0 0 4 1 0 0 7 FELONY ASSAULT 0 1 0 0 0 2 1 2 0 6 ToTALPE.BONB I 01 31 01 01 01 el 31 21 01 14 BURGLARY 1 1 1 1 5 6 1 2 0 18 GRAND THEFT 2 0 2 0 4 4 1 4 0 17 AUTO THEFT 2 2 1 1 2 4 1 1 0 14 ARSON 0 0 0 0 0 0 0 0 0 0 TOTAL PROPERTY I 51 31 41 21 111 '~41 31 71 01 49 GRAND TOTAL 5 6 4 2 11 20 6 9 0 63 HAZARD CITES 15 9 19 12 18 13 19 10 7 122 NON-HAZARD CITES 1 7 3 3 5 12 1 2 0 34 PARKING CITES 8 9 2 5 11 2 3 13 10 63 TOTAL CITES I 24 251 241 201 341 27 23 251 171 219 DIST. PEACE 5 9 15 2 24 8 18 17 2 100 SHOPLIFT 0 0 0 0 0 3 0 1 0 4 PETTy THEFT 2 3 0 1 10 6 0 1 1 24 VANDALISM 0 4 3 2 3 0 1 5 2 20 MISD. ASSAULT 0 1 4 1 4 4 5 5 1 25 ALARMS 9 13 9 62 45 50 2 20 5 215 PUBLIC INTOX. 1 2 0 6 2 4 2 5 0 22 DU~ 0 2 1 0 1 3 3 1 0 11 TIC INJURY 0 0 0 0 3 2 0 0 0 5 TIC NON-INJURY 10 2~) 51 FATAL TIC 0 0 TOTAL TIC I 4 21 31 41 '~31 261 11 31 0 56 BESID. BURGLARY 0 1 1 1 0 0 1 1 0 5 COMM. BURGLARY 1 0 0 0 5 5 0 1 0 12 OTHER BURGLARY 0 0 0 0 0 1 0 0 0 1 VEHICLE BURGLARY 2 0 2 0 2 4 I 3 0 14 FELONY ARRESTS 30 TOTAL ARRESTS I 1l 6l 21 8J 6l 331 13] 151 1l 85 TOTAL ACTIVITY I 501 671 631 ~001 1471 1511 611 9Zl 281 759 Page 2 CRIME HOMICIDE RAPE ROBBERY FELONY ASSAULT TOTAL PERSONS BURGLARY GRAND THEFT AUTO THEFT ARSON TOTAL PROPERTY GRAND TOTAL HAZARD CITES NON-HAZARD CITES PARKING CITES TOTAL CITES DIST. PEACE SHOPLIFT PETTY THEFT VANDALISM MISD. ASSAULT ALARMS PUBLIC INTOX. DUI TOTAL T/C INJURY TIC NON-INJURY FATAL TIC TOTAL TIC RESID. BURGLARY COMM. BURGLARY OTHER BURGLARY VEHICLE BURGLARY MISD, ARRESTS FELONY ARRESTS TOTAL ARRESTS TOTAL ACTIVITY J K 0 0 1 4 | 5 2 1 2 1 I el 11 18 13 7 I 381 31 2 6 7 10 41 11 4 L M N O P Q $UB~OTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 1 8 ol ~1 o 11 o 1 ~1 91 3 1 3 0 1 2 2 14 7 2 0 0 0 3 0 13 2 0 0 0 0 0 1 5 0 0 0 0 0 0 0 1 12l 31 31 ol 11 51 31 331 12 4 3 1 I 6 4 42 23 6 3 2 0 2 6 60 6 0 0 0 0 1 3 23 3 1 2 5 2 8 6 34 321 71 51 71 21 111 151 26 14 1 4 0 9 4 89 1 0 0 0 0 0 0 3 3 8 1 0 0 2 1 21 8 12 2 2 0 4 1 36 4 1 0 1 0 1 1 18 6 20 8 16 0 6 12 109 1 0 2 0 0 1 0 15 0 0 0 1 0 1 2 8 I2 1 0 0 0 1 0 1 5 3 2 0 I 61 41 3 21 31 2l 2 31 251 1 3 0 2 0 0 2 2 10 0 0 0 0 0 0 0 0 0 1 0 1 1 0 1 0 0 4 1 6 I 0 0 0 2 0 0 I 401 61 51 21 31 ol 111 21 691 I 1671 971 691 241 351 51 431 431 4831 TOTAL 0 1 8 14 23 32 30 19 1 82 105 182 57 97 336 189 7 45 56 43 324 37 19 720 10 71 0 81 15 12 5 24 98 56 154 1242 Page 3 0 0 0 0 o ~ 0 0 0 0 0 0 La 0 LO 0 ill 0o o o o ~ 0 CO 0 0 0 0 0 0 0 o o 0 0 C:) ~'~ o ~ · = ~ ':"' E 0 0 n Z ITEM NO. 11 FIRE CHIEF'S REPORT City of Temecula 43174 Business Park Drive · Temecula, California 92590 November 8, 1995 (909) 694-1989 · FAX (909) 694-1999 To : Attn. : Re. : Temecula City Council Temecula Public Traffic / Safety Commission Ronald Bradley Temecula City Manager TEMECULA FIRE SERVICES October 1995 Activity Report The following reflects the monthly fire suppression and fire prevention activity of your fire department for the month of October, 1995. Though wildland fires have burned to the East, North, West, and South of Temecula (in San Diego), the Temecula Battalion has been blessed with very little vegetation fire activity. Lake Elsinore, North San Diego County, Ann / Sage, and the Perris area all had a busy fire season. Again, our thanks to City weed abatement for a great job. Hopefully some of our fire prevention education messages have been paying some dividends too. Fire season continues into November and has not been closed yet. Some of our education efforts this month included several fire safety classes, including the Family Fitness Center, Tower Plaza second floor, and other parts of the Target Center. A total of about 350 people attended. We also provided a fire extinguisher demonstration and a short display at a local church near Station 73. Eighty three additional people received a two hour fire safety / career development information presentation at the Temecula Valley Christian School. Of course, being October in Temecula, we provided fire and life safety inspections and standby for the Great Tractor Race as well as the Pumpkin Ran. Numerous planning meetings and operational discussions were held throughout the month to prepare for the first annual Temecula Public Safety Expo. Included was an Expo Press Conference on 10/23 and a one hour talk on KRTM on 10/30 to help advertise the Expo and the need to be prepared for a major regional emergency. The goal of the Expo is to educate the public on disaster preparedness, and to let them see what their tax money buys while meeting those that serve them. Next month's report will address some of the events and the overall results of the Expo. Division Chief Jim Barcon and his wife Pare, along with Battalion Chief Mark Brodowski and his wife Becky were very happy to attend the Commissioners Appreciation Dinner at the Temecula Creek Inn on 10/14/95. Also on 10/14, the Harley Davidson Club "Hog Run" was held in Temecula and there were no event related incidents reported to the fire department that day. We appreciate your continued support for your fire services. Much effort is made to interact with the community and to provide a level of sorvice and customer satisfaction not found in most jurisdictions. We continue to insure regular training of personnel using the latest in proven techniques. In the near future, there will be an addition to the capabilities of your fire personnel. All Battalion Chiefs and paid / volanteex fire station personnel will be trained to operate automatic defibrillators. Once trained, the department will be phasing in the actual emergency medical equipment on our fire apparatus (fire engines and ladder truck). Fire station personnel will be able, with the help of the new device, to assess the performance of a patient's heart and whether they need to be shocked to get the heart operating in a normal rhythm again. This can be done prior to the arrival of the paramedic ambulance and should help improve a patient' s chance at survival when having a heart attack or other heart relamd problem. We welcome any input, suggestions, or questions you may have. THIS IS YOUR FIRE DEPARTMENT and it is a pleasure to serve you. By: J. M.Harris, Chief Riverside County Fire Mark Bredowski Battalion Chief Temecula Battalion c McLarney Month TEMECULA FIRE SERVICES MONTHLY ACTIVITY STATISTICS OCTOBER Year 1995 EMERGENCY ACT1VITY Stmcture Fires Vehicle Fires Vegetation Fires Other Fires Medical Aids Traffic Collisions False Alarms Fire Menace Standbys Public Service Assists Assists and Covers STA. 12 STA. 73 2 0 55 46 13 11 18 17 1 2 3 3 31 43 STA. STA. 84 2 2 2 58 10 1 12 TOTALS TOTALS: FIRE PREVENTION Community Activities School Programs Fairs and Displays Company Inspections LE-3 8 Dooryard Inspections Fire Investigations Burning Permits Issued TOTALS: Form B15-1 ( 5/95 ) 142 134 9O 4 1 0 1 0 1 0 1 0 38 168 40 0 0 0 5 0 0 7 1 2 55 171 43 BY: BRODOWSKI 366 5 2 1 246 0 5 10 269 DATE: c- O .-- '~ U_ -- c- O C~J 0 0 > 0 < o ,--¢ ~ ,,f_. E · --- CO ~ '~ 0 CO ~ < o ~ ~ Im 1-" © -- ~ 0 ITEM NO. 12 COMMISSION REPORTS