HomeMy WebLinkAbout2001-05-08; City Council; 16183; Residential Traffic Management Program ReportCITY OF CARLSBAD -AGENDA BILL 7
AB# 1(,0! 1553 TITLE: DEPT. HD. /?7--ii
CARLSBAD RESIDENTIAL
MTG. 5/08/01 TRAFFIC MANAGEMENT PROGRAM REPORT
DEPT. FNr, CITY MGR-
I RECOMMENDED ACTION:
Adopt Resolution No. aa\ - 139 approving the Carlsbad Residential Traffic Management Program that establishes the policy for traffic calming on residential public streets.
I ITEM EXPLANATION:
On May 16, 2000, the City Council established a seven-person citizen’s committee charged with developing a traffic management program for residential streets, commonly referred to as a traffic calming program. The committee was expected to complete their report by May 15, 2001 and provide recommendations to the City Council.
The committee met regularly during the past year reviewing and studying a number of issues pertinent to developing a traffic calming program. Among the issues discussed were:
0 current practices in traffic calming
0 liability issues
l emergency response impacts
l financial issues
0 neighborhood compatibility
0 access issues
0 impacts on large vehicles
0 environmental issues
0 safety concerns
0 citizen involvement opportunities
0 different types of traffic calming measures
l community acceptance of traffic calming measures
A number of guest speakers addressed the committee about traffic calming, including City staff from different departments and outside speakers. Committee members reviewed videos and slides on traffic calming measures, studied numerous programs from other agencies throughout the United States and took advantage of a two-day traffic calming seminar in San Diego sponsored by San Diego State University.
For Carlsbad, the committee is recommending that a three-phase program be implemented to address residential traffic management. The three phases are:
0 Phase I - Neighborhood 0 Phase II - Study 0 Phase III - Implementation
Three three-phase approach provides a logical and structured transition from the initial expression of concern by a resident about speeding or cut-through volumes to the ultimate construction of a traffic calming measure(s) on the street. Significant involvement by the neighborhood is included in the process. However, without neighborhood support of a proposed traffic calming plan, structural features would not be constructed on the street. A brief description of elements contained in each phase is described below.
I Phase I - Neiohborhood
A resident or residents having a neighborhood traffic concern will initially contact Transportation Division staff via a letter, e-mail or telephone call. Staff will investigate the matter, conduct studies and consult with the Police and Fire Department to develop a traffic calming strategy. This phase involves police enforcement and implementation of less restrictive traffic engineering solutions, such as installing a speed limit sign or trimming bushes. The resident will be informed of the solutions implemented and that staff will monitor the results for effectiveness.
Page 2 of Agenda Bill No. 16 r 1 b-3
Phase II - Study
If it appears that Phase I solutions are not adequately addressing the neighborhood concerns,
Phase II may be implemented after consultation with the Police Department, other departments and
affected residents.
Phase II will be initiated when staff receives a letter from a resident of the subject street. Staff will
evaluate the street to determine if it meets the eligibility criteria for the Carlsbad Residential Traffic
Management Program, referred to as the Traffic Management Program (TMP).
Staff will determine the portion of the street, including adjacent streets, if necessary, that are
influenced by speeding or cut-through traffic thereby defining the limits of the project that is subject
to traffic calming. These limits represent the Project Area of Influence (PAOI) and residents within
the limits will determine the degree to which traffic calming measures will be used.
If a simple majority of the residents indicate support for a future traffic calming project through a
petition process, staff will evaluate and assign points to the street through a scoring procedure and
place the street on a priority list. The Traffic Safety Commission will review the priority list annually and forward recommendations to the City Council for approval. Streets approved for inclusion on
the priority list will remain for three years during which time they will be eligible for future funding. If
funding is not received, the street will drop off the list and can be restored to the priority list 12
months later.
Phase Ill - Implementation
During the annual budget process, the City Council will consider establishing a fund for traffic
calming projects. The highest ranked streets will be eligible to receive funds for design and future
construction of a traffic calming project.
Residents within the PAOI of the highest ranked streets will meet as a group with staff. Individual
meetings for each street will be held. At this meeting, a detailed discussion of concerns, solutions,
funding and the implementation process will be discussed. A committee of up to five individuals will
be formed to act as the neighborhood liaison.
Staff will meet with the neighborhood committee to develop the conceptual traffic calming plan.
Once completed, the plan will be explained to all residents of the PAOI and a support survey mailed
to each household by staff. If returned surveys indicate significant support of the plan by the neighborhood, environmental review and final plan development will take place.
Upon completion of final design, a temporary installation simulating the proposed traffic calming measures will be installed on the street. Staff, including the Police and Fire Department and the
neighborhood, will assess its effectiveness and staff will collect before and after traffic data to share with the neighborhood. At that time, a final approval survey will be mailed by staff to residents within
the PAOI.
If significant support is shown by the residents, the traffic calming plan will be presented to the
Traffic Safety Commission for a recommendation. The Commission recommendations will be presented to the City Council for final approval. If approved, the City Council will authorize that
construction bids be accepted for the project. The approval will ultimately lead to the project being
constructed on the subject street.
Page 3 of Agenda Bill No. 1 b! 1 8 3
A variety of traffic calming measures, called tools, have been recommended by the committee for
inclusion in the “toolbox” for traffic calming. Not all measures (tools) are appropriate as a solution for
a specific situation. Each of these situations will require extensive coordination with the Police and
Fire Departments, other City departments and outside agencies or businesses before they are
used.
The Carlsbad Residential Traffic Management Program provides the policies and guidelines for citizens to follow to help recapture neighborhood tranquility and safety when it is disrupted by
speeding vehicles or cut-through traffic. This approach enables the citizens and City to jointly
address in a systematic manner the community concerns thoroughly and comprehensively.
As a planning study, this report to the City Council qualifies as a statutory exemption under Section
15262 of the California Environmental Quality Act and, therefore, does not require consideration of environmental factors. At a future time, any formal traffic calming project will undergo environmental
review when brought forward to the Planning Commission and City Council.
FISCAL IMPACT:
No fiscal impact at this time. Any future project to be constructed will require funding through the
annual operating budget or Capital Improvement Program (CIP).
EXHIBITS:
1. Resolution No. am j - 13 9 approving the Carlsbad Residential Traffic Management
Program that establishes the policy for traffic calming on residential public streets.
2. Carlsbad Residential Traffic Management Program, May 2001.
RESOLUTION NO. 2o01-13g
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
CARLSBAD, CALIFORNIA, ESTABLISHING THE POLICY FOR
TRAFFIC CALMING ON RESIDENTIAL PUBLIC STREETS IN
ACCORDANCE WITH THE CARLSBAD RESIDENTIAL TRAFFIC
MANAGEMENT PROGRAM.
WHEREAS, the City of Carlsbad is committed to achieving livable neighborhoods through
6 a quiet, safe and comfortable street environment; and
7 WHEREAS, the City has responded to resident concerns about traffic issues in
8 neighborhoods; and
9 WHEREAS, the City has determined that speeding and excessive traffic volumes on
10 residential streets are to be discouraged; and
11 WHEREAS, through traffic calming the City desires to have a logical, consistent
,2 methodology for managing traffic issues in residential neighborhoods; and
13 WHEREAS, City staff, working with a citizen’s committee, has studied and considered
14 various solutions for mitigating excessive traffic speed and volumes in residential neighborhoods
and to improve the quality of life and safety of residents; and
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WHEREAS, City staff and the citizen’s committee have determined that various solutions,
including certain structural traffic calming measures, installed on City streets can help reduce
l7 speeds and volumes in neighborhoods; and
18 WHEREAS, the policies, procedures and methodology for traffic management on
19 residential public streets are specified in the Carlsbad Residential Trafftc Management Program,
20 dated May, 2001.
21 NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad,
22 California, as follows:
23 1. That the above recitations are true and correct.
2. 24 That the City Council hereby establishes that the policy, standards and
methodology to be considered for managing traffic on residential public streets is set forth in the
25 Carlsbad Residential Traffic Management Program, dated May 2001 and any subsequent
26 revisions thereof.
27 Ill
28 Ill
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3. The Carlsbad Residential Traffic Management Program is intended to provide
guidance and a list of potential tools in recurring situations, however, the City Council, subject to
all applicable laws may modify, continue, approve, condition or deny proposals to change traffic
flow patterns on public streets.
PASSED, APPROVED AND ADOPTED at a regular meeting of the Carlsbad City Council
held on the 8th day of Mav , 2001 by the following vote, to
AYES: Council Members L lchin, Finnila, Nygaard and Ha
ATTEST:
‘ / I L&&AINdM. WOOD, City Clerk
11.
(SEAL)
CARLSBAD RESIDENTIAL TRAFFIC
MANAGEMENT PROGRAM
May, 2001
Acknowledcrments
CITY OF CARLSBAD CITY COUNCIL
Claude A. Lewis - Mayor
Ann J. Kulchin - Mayor Pro Tern
Ramona Finnila
Matt Hall
Julianne Nygaard
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM COMMITTEE
Courtney Heineman - Chairperson
Kip McBane - Vice-Chairperson
Tom Blake
Howard Heffner
John Murphy
Michael Ott
Jim Stachoviak
CITY OF CARLSBAD ENGINEERING DEPARTMENT
Lloyd B. Hubbs - Public Works Director
Robert T. Johnson, Jr. - Deputy City Engineer, Transportation
Michele Master-son - Management Assistant
Jim Murray - Associate Engineer
Jannae DeSiena - Senior Office Specialist
CITY OF CARLSBAD POLICE DEPARTMENT
Sgt. Kelly Cain - Traffic Supervisor
MEETING MINUTES
Dianna Scott - Minutes Clerk
TABLE OF CONTENTS
EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
GOALS ....................................................................................................................................... 3
PROGRAM STRATEGIES.. ....................................................................................................... .4
PROCEDURES .......................................................................................................................... 5
PHASE I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. 6
PHASE II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ 6
TRAFFIC MANAGEMENT PROGRAM PRIORITY SCORING WORKSHEET . . . ..*.................... 11
PHASE III ................................................................................................................................. 13
FUNDING ................................................................................................................................. 17
TRAFFIC CALMING MEASURES REMOVAL PROCESS ........................................................ 18-
PETITION-REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S) .............................. 19
TRAFFIC MANAGEMENT PROGRAM UPDATE PROCESS/PROCEDURE
TO ADD OR DELETE NEW MEASURES OR METHODOLOGY ......................................... 20
ALTERNATIVE TRAFFIC CALMING MEASURES NOT RECOMMENDED FOR USE.. ......... ..2 2
ACRONYMNS AND GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
APPENDIX
EXECUTIVE SUMMARY
In all areas of Carlsbad, daily commuter traffic or other types of traffic drive on
neighborhood streets. Speeding and/or excessive volumes causes residents to become
alarmed about safety and quality of life. When the tranquility and ambiance of the
neighborhood is disrupted by drivers speeding or trying to find short-cuts, concerned
citizens contact City officials.
This scenario, repeated each day in some areas of the City, alerted the City Council to
the need for a comprehensive citywide program to minimize excessive speeds and high
volumes in neighborhoods. Similar problems in California and throughout the country
have inspired engineering solutions called traffic calming, which is a method of slowing
cars or discouraging cut-through traffic. With traffic calming in mind, the City Council
elected to use a citizen-based approach to develop such a program, appointing a -.
committee of seven citizens to work with staff in developing solutions for any Carlsbad
neighborhoods seriously affected by traffic problems.
The citizen’s committee worked for almost a year to develop a three-phase approach to solving
traffic problems in Carlsbad neighborhoods. After reviewing and evaluating programs from many
cities, the committee recommended a program it believes is suitable for Carlsbad and which
would achieve the three goals that must be met if traffic calming is to be successful. The first
requirement is support of the residents in any neighborhood where such calming is needed.
Second, the traffic calming measures must meet with the approval of emergency agencies
concerned about response times, as well as the needs of other utilities whose large vehicles
could be adversely affected or damaged by the traffic calming measures. Finally, the
residents must be willing to live with the actual traffic calming measures designed to slow traffic
and cut-through traffic volumes in their neighborhwd.
The program developed by staff and the committee is divided into three phases: the first
phase designed to investigate the problems and involve the neighborhood; the second
devoted to study of the traffic problems, design of the measures needed to solve those
problems and assignment of a priority ranking; and the final phase bringing allocation of
funds and final, permanent installation of the traffic calming device. The final phase
culminates with monitoring of the finished program for effectiveness in solving the
problem that generated the whole process.
Ultimately leading to improvement in the quality of life of affected neighborhoods, the
Carlsbad Residential Traffic Management Program is still another way in which the City
provide for the health, safety and welfare of its citizens.
CARLSBAD
RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
INTRODUCTION
Virtually every day, on many residential streets, Carlsbad residents are faced with the
dangerous intrusion of speeding vehicles and/or cut-through traffic. In the past several years,
Carlsbad streets have experienced escalating traffic impacts due to population and employment
growth. It is not surprising, therefore, that an increasing number of citizens have expressed
concerns to City officials, the Police Department and Engineering staff about these traffic
problems.
Carlsbad residents are not unique in voicing such concerns. Cities throughout the United States. have struggled with the issue of escalating traffic speeds and volumes on residential streets. As a result, citizens have reacted by asking that their neighborhood quality of life be improved
through a reduction of vehicle speeds and volume and that safety thus be enhanced. Many
desire the simple pleasures of being able to walk or ride bicycles through their neighborhoods
without fear of vehicular traffic, a key factor in neighborhood livability.
“Livable” cannot be precisely defined as it relates to community or neighborhood. However, the residents’ expectation that fewer vehicles should be speeding down neighborhood streets is an
indication of their desire to reside in a livable neighborhood. Characteristics of such a desirable
neighborhood include:
0 a sense of community
l a safe place to walk or bicycle 0 interaction among neighbors
l a general feeling of security and safety 0 the opportunity for residents to enjoy their homes and property
“Traffic calming” is a term that has, in recent years, become synonymous with providing the means to slow vehicles, reduce cut-through traffic volumes and help achieve a livable community. Through the use of a variety of measures, physical or otherwise, traffic calming helps reduce the undesirable effects of the motor vehicle in residential neighborhoods.
In response to the concerns of Carlsbad residents, the City Council has established the
Carlsbad Residential Traffic Management Program, referred to as the Traffic Management
Program or TMP, with an eye to using traffic calming measures to address neighborhood
concerns about unwanted traffic. The Institute of Transportation Engineers (ITE), an international organization of transportation professionals, has defined traffic calming as:
“The combination of mainly physical measures that reduces the negative effects of motor vehicle use, alters driver behavior and improves conditions for non-motorized street users. ”
The City of Carlsbad has developed a traffic calming program with the assistance of a citizen’s committee appointed by the City Council. The committee members spent considerable time learning about traffic calming techniques and measures, reviewing programs in other cities and, ultimately, deciding on the traffic calming techniques and measures they felt were appropriate for the Carlsbad Residential Traffic Management Program. In their study of other cities’ traffic
calming techniques and programs, and the documents supporting them, the committee focused
its attention on those that seemed appropriate for Carlsbad. Uppermost in their minds was
selection and recommendation of measures that not only would meet citizen needs but would
enjoy citizen support, a key to the success of traffic calming.
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With that in mind, Carlsbad’s Traffic Management Program is designed to have significant
neighborhood involvement. Staff plans to work closely with residents to identify problems and their solutions and to gather the support necessary to ensure the success of any traffic calming
plan that may merit adoption. Communication with the residents at each step is critical and the
urgency of plan development will not be allowed to override the need for thorough
understanding, commitment and approval by the neighborhood.
Since neighborhood involvement is the key, the program is designed to solicit and encourage
residents’ active participation in identifying concerns, developing reasonable solutions and
supporting the final outcome. In the traffic engineering field, the manner in which this occurs is a
process that contains the elements of the “3 E’s” - Education, Engineering and Enforcement.
Each element of the “3 E’s” is traditionally incorporated into solutions to traffic problems.
Recently, for traffic calming purposes, the 3E concept has been expanded to include the “4E’s”:
Education
Engineering
Enforcement
Enhancement
By utilizing the “4E” process, which incorporates a comprehensive, integrated involvement of
concerned residents, the challenge of identifying and resolving problems can successfully take
place.
The basic elements of the 4E process include:
+ Education: Providing resource materials and information to residents to inform them
about all aspects of traffic calming.
+ Engineering: Physical measures and other techniques utilized in the traffic calming
program that are based upon input and concurrence by residents, engineering
principles, financial and environmental considerations.
+ Enforcement: Police presence and selective enforcement of vehicle code violations.
+ Enhancement: Using special treatments in the physical measures through design and/or
landscaping features to improve livability, aesthetics, community pride.
This program has been established with and conforms to authority and responsibility given to
local authorities by the California Vehicle Code to protect the health and welfare of its citizens.
Additionally, it meets one of the goals in the Circulation Element of the General Plan that states
Carlsbad is a “City with an integrated transportation network, serving local and regional needs,-
which accommodates a balance of different travel modes based upon safety, convenience, attractiveness, costs, environmental and social impacts”.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
It is the policy of the State of California that all persons have an equal right to use public streets
and that no agency may restrict the use of streets to only certain individuals. With certain
exceptions provided for in the California Vehicle Code, the specific authority to regulate travel
upon streets can only occur in specific instances related to:
0 implementation of the Circulation Element of the General Plan
l criminal activity
0 regulating or prohibiting processions or assemblages
0 streets dividing school grounds to protect students attending such schools or school
grounds
Requests to implement the Traffic Management Program (TMP) will ultimately be considered
through a petition process outlined in this program. Careful consideration will be given to each
request to ensure that it meets State law and the criteria contained in the program.
GOALS
The City Council established the Carlsbad Residential Traffic Management Program as a
countermeasure to intrusion by excessive traffic and/or higher than normal vehicle speeds in the
neighborhood and thus, to help improve the quality of life. With a defined traffic calming process and established procedures contained in this document, Carlsbad residents will have the
measures and techniques (“tools”) at their disposal to avert many negative impacts associated
with vehicular traffic on residential streets.
The goals of a traffic calming program include:
0 improving the quality of life in the neighborhood 0 creating safe streets by reducing the collision frequency and severity 0 reducing negative effects of motorized vehicles
To further enhance the goal of calming a street by neutralizing the negative situation causing
the problem, some basic principals apply:
0 safety is the primary issue. Protection of vulnerable street users must occur through
traffic calming
0 community-based planning of traffic calming must take place
0 a degree of self-enforcement of regulations is needed through design
0 driver behavior must be affected by traffic calming
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
PROGRAM STRATEGIES
The City of Carlsbad strives to achieve neighborhood livability through implementation of current
standards and policies. Managing traffic is a key component in this endeavor and one that is
vital for promoting characteristics of livable neighborhoods. Therefore, strategies are needed to
identify and address issues revolving around speeding, excessive volumes and safety wncerns
on residential streets when it occurs. These strategies include:
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developing recommendations that adhere to State law
satisfactorily addressing legal and liability issues
preserving reasonable emergency vehicle access and response time consistent with
response standards
maintaining reasonable vehicular access
promoting neighborhood safety for pedestrians, bicyclists, motorists and residents
encouraging and incorporating citizen participation in identifying traffic calming measures
and techniques
through prioritization of traffic calming requests, utilizing City resources efficiently
utilizing a combination of education, engineering, enforcement and enhancement (4E’s)
maintaining, encouraging and enhancing pedestrian, bicycle, transit and alternative
modes of travel
balancing on-street needs (such as parking) with the reasonable and safe function of the
street
considering achievable options for funding
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
PROCEDURES
The procedures to implement traffic calming measures and techniques are described on the
following pages and are referred to as phases. In general,- the established procedures are
consistent with the methodology currently used in Carlsbad to address any traffic-related
concerns. The procedures require, and are designed to encourage, substantial neighborhood
participation, following the process used by staff to formulate solutions to problem locations and
the methods for proposing those solutions to the Traffic Safety Commission and City Council for
final resolution.
Carlsbad’s Traffic Management Program has been crafted as a three-phase program, consisting
of the following structure approach:
Phase I (Neighborhood) Phase II (Study)
Phase III (Implementation)
The program is designed in such a way that residents of each street with identified problems,
and with neighborhood support and commitment, can play a part in the program. Yearly funding
is established by the City Council and a priority ranking of streets eligible for mitigation
measures channels efforts and resources to those streets where traffic calming is most needed
and will have the greatest beneficial effect.
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PHASE I (NEIGHBORHOOD)
When a resident or group of residents (neighborhood) have a traffic-related wncern that they
believe should be addressed by the Traffic Management Program, the process will be initiated
in the following manner.
Step 1 Written Request
A letter is sent to the Transportation Division of the Engineering Department by an individual, or
the representative of the neighborhood, requesting that staff investigate and resolve the traffic
wncern identified in the letter.
Step 2 Traffic Request (TR) Procedure
Upon receipt of the correspondence, staff writes a Traffic Request (TR) that includes the
information contained in the letter. The TR is an internal logging and tracking system in the
Transportation Division used to initiate action and file correspondence. An engineer then is
assigned to investigate and conduct an engineering study of the street(s).
Step 3 Investigation/Studies
Staff begins to gather preliminary data about the expressed concern. Field reviews and
appropriate traffic studies are conducted. They may include:
0 geometric conditions of the road 0 volume counts
l parking availability/restrictions 0 pedestrian counts
0 location of existing traffic control devices 0 collision analysis 0 speed surveys 0 other studies as determined appropriate
Traffic calming strategies or less restrictive engineering solutions will be formulated after the
data is collected.
Step 4 Coordination with the Police and Fire Departments
Staff discusses with the Police Department solutions that can be addressed through
enforcement. An enforcement strategy is then prepared and implemented by the Traffic
Sergeant in the Traffic Division of the Police Department. Concurrently, staff will discuss with the Fire Marshal emergency response route issues and other fire safety issues.
Step 5 Issue Work Order
Implementation of less restrictive engineering solutions can be accomplished by City forces.
For those situations, staff will issue work orders to the Streets Department for the installation of
signs or striping.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
Step 6 Communication with Residents
Information on appropriate traffic calming strategies and techniques proposed to address the
identified concern is shared with the person or group that initiated the request, including
information about the issuance of work orders. Staff also outlines the engineering and
enforcement approach that will be utilized to mitigate neighborhood concerns.
Step 7 Monitor
Effectiveness of the implemented measures and/or strategies is monitored by Engineering
Department staff and, as appropriate, by the Police Department. The resident or group
originating the request is then informed of the monitoring results.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
PHASE II (STUDY)
If Phase I options do not appear to adequately address the problem after being in place for an
appropriate amount of time as determined by the City Traffic Engineer, Phase II of the TMP may
be considered. The decision to implement Phase II will be predicated upon further consultation
with the Police Department, other departments and affected residents.
Step 1 Written Request
Phase II will be initiated when the affected residents send a letter to the Engineering
Department requesting the step. The letter will be generated by the residents following
discussions with the City Traffic Engineer, study of Police Department results of Phase I, and anticipation of what might be accomplished through further utilization of the TMP process.
Step 2 Eligibility Determination
To participate in Phase II and ultimately Phase III of the TMP, residents must reside on the
street or streets where the concerns exist. These streets must meet the minimum qualifying
criteria to be candidates for a future traffic calming project. Not all residential streets and/or
residential areas will qualify to participate in the Carlsbad Residential Traffic Management
Program based upon the established process. Eligibility criteria for a street are as follows:
1.
2.
3.
Completion of Phase I of the TMP; and
Posted speed limit on candidate street(s) of 30 miles per hour or less; and
The 85” percentile speed (critical speed) is greater than 5 miles per hour over the posted
speed limit; or
Cut-through traffic on the candidate street is determined to be either greater than 30% of
the daily weekday total street volume or greater than 30% of the total weekday peak hour
traffic volume; and
4. The Fire Chief determines that the candidate street is not a primary emergency response
route and sends a memorandum to the City Traffic Engineer to confirm this finding; and
5.
6.
The street has no more than two lanes; and
Residences are located on at least one side of the street or there is a school or public
facility on the street; and
7. The curb-to-curb width on the candidate street is 40 feet or less.
Each of the seven eligibility criteria must be met for a street to be considered for further
processing through the TMP. However, on a case-by-case basis the City Traffic Engineer may
detemrine exceptions. A street being considered as an exception must be approved by the Traffic Safety Commission.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
Step 3 Streets Considered for Exception
Any street that does not meet the listed eligibility criteria but is nevertheless considered by the
City Traffic Engineer to be a candidate for traffic calming will be scheduled for review and
possible approval by the Traffic Safety Commission at the earliest possible opportunity. If the Commission’s review leads to the conclusion that the street merits an exception, it will be
processed through the TMP as it if met all qualifying criteria. Any street recommended by the
Traffic Safety Commission as not qualifying for an exception may be requested by a citizen to
be reviewed by the City Council for a final determination.
Step 4 Determine Project Area of influence (PAOI)
The street or streets impacted by neighborhood concerns or potential solutions, including all
dwelling units or other land uses bordering the subject street or streets, comprise the Project
Area of Influence (PAOI). The PAOI is established by the City Traffic Engineer, with input from
the neighborhood representatives. It is determined by the length of street, including parallel
streets and their length, that would be influenced by any TMP installations. Residents of
dwelling units or property owners of vacant land within the boundaries of the PAOI represent the
voting interest of the TMP.
Step 5 Neighborhood Support Petition
The support petition is initiated ‘by the neighborhood representative as the mechanism to ,
establish that residents support the City’s consideration of a traffic calming project.
Documentation of support for consideration of a future project is indicated by a simple majority
(50% plus 1 signature) of those eligible individuals located within the PAOI that sign the petition.
All residents of dwelling units and/or business owners and property owners of vacant land within
the PAOI are eligible to sign the support petition. However, only one signature per vacant
property, business or dwelling unit will be counted and permitted in the petition process since
those individuals influence, and are impacted by, street operations. All non-resident owners will
be notified of all public meetings so that they have the opportunity to express their opinions of
the project to the decision makers.
Step 6 Project Priority Ranking Criteria and Scoring Process
Candidate streets will be evaluated on the following factors and associated points for the
purpose of establishing a project score for comparison with other streets. All streets that have
been evaluated and assigned scores shall be included on the priority list. Streets with the most
points will be considered the highest ranked projects, eligible for future funding by the City of
Carlsbad.
Criteria and points assigned are as follows:
1. Travel Speed (maximum 40 points): 10 points for each mile per hour the 85* percentile speed is over the base speed. The base
speed is defined as the prima facie speed limit plus 7 miles per hour.
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CARLSBAD RESlDENTlAL TRAFFIC MANAGEMENT PROGRAM
2.
3.
4.
5.
6.
Traffic Volumes (maximum 30 points):
Typical weekday ADT divided by 100 and rounded to the nearest whole number or the
weekday peak hour volume divided by IO and rounded to the nearest whole number.
Collision History (maximum 10 points):
The number of correctable collisions on a street, including intersections, within the past five
years. One point each will be assigned to a correctable collision. A correctable collision is
one that might have been prevented by the installation of a traffic control device or traffic
calming measure.
Sidewalks (maximum 5 points):
5 points if no sidewalk or pedestrian pathway exists along at least one side of the street.
0 points if a sidewalk or pedestrian pathway is located on at least one side of the street.
School Proximity (5 points maximum):
5 points if school grounds abut the candidate street.
3 points if the PAOI is within 500 feet of school grounds.
1 point if the PAOI is located within 1,000 feet of school grounds.
Pedestrian Crossings (10 points maximum):
5 points if a school crosswalk (yellow crosswalk) is located on a street in the PAOI.
IO points if a major crosswalk is located on a street in the PAOI. A major crosswalk is
defined as having 10 or more pedestrians crossing per hour during any eight hours of a
typical weekday.
A maximum total of 100 points may be given for the street under consideration, using the Traffic Management Program Priority Scoring Worksheet.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
Traffic Management Program
Priority Scoring Worksheet
This worksheet will be completed by City of Carlsbad staff. It will be used to assign points to a
street for prioritization of a potential specific neighborhood traffic calming project.
Name of neighborhood (street location):
1. Travel Speed (40 pts. max.)
For each mile per hour the 85” percentile speed is over the base
speed, 10 points will be assigned. Base speed is 7 miles per hour
over the prima facie speed limit.
Critical Speed: Base Speed:
2. Traffic Volumes (30 pts. max.)
Total weekday ADT divided by 100, rounded to nearest whole number
or weekday peak hour volume divided by 10, rounded to nearest
whole number (use higher number)
Volume: Date Counted:
3. Collision History (10 pts. max.)
One point for each correctable collision during the past 5 years
Number of collisions:
4. Sidewalks (5 pts. max.)
No sidewalk or pedestrian pathway exists along at least one side
of the street = 5 points
A sidewalk or pedestrian pathway exists on at least one side of the Street = 0 points
5. School Proximity (5 pts. max.)
School grounds abut candidate street = 5 points
PAOI is located within 500 feet of school grounds = 3 points
PAOI is located within 1,000 feet of school grounds = 1 point
6. Pedestrian Crossings (IO pts. max.)
School crosswalk (yellow crosswalk) is located on a street in the
PAOI = 5 points
Major crosswalk is located on a street in the PAOI = 10 points
Points
Total Score:
Evaluator Date
11
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Step 7 Annual Review by the Traffic Safety Commission (TSC)
On a yearly basis, typically in November or December, the Traffic Safety Commission will review the list of all candidate streets with priority rankings based upon the priority scoring worksheet detailed in Step 6 above. The review will take place at a public meeting duly noticed a minimum of 30 days in advance. Further, each individual or group that initiated a project for evaluation will be notified of the meeting by staff in writing. Upon review of the City Traffic Engineer’s recommendation, and after considering all public input, the TSC will recommend a priority listing of candidate streets to be forwarded to the City Council for approval.
Step 8 City Council Approval
The City Council will review and, if in concurrence, approve the priority listing of traffic calming projects established by the TSC and this list will establish priorities for City funding in order of
the projects’ ranking. Funding availability will depend upon resources available in the yearly
operating budget.
Step 9 Ranked Projects Remain Eligible for Three Years
Each year, new projects in the approval pipeline will be assigned points and placed on a priority list in accordance with the established process. Traffic calming projects will remain on the priority list for three years, during which time they will be eligible for funding consideration. During this period of eligibility, projects could move up or down in the ranking as new projects are added to the priority list in the order their point totals warrant.
Prior to a project’s final year on the priority list, its point total will be updated according to the latest information available and it will assume a place on the priority list according to that reworked total. At the end of the third year, any project still not qualifying for funding will be removed from the list.
One year after a project fails to receive funding and is removed from the priority list, the
community representative for that project may request that it be considered for restoration to the
list. Such request must be made at the time the next cycle of projects is submitted for the annual
review by the TSC.
The street eligibility priority list life-cycle will follow the following timeline:
Begin Year 1 - street placed on priority list by City Council approval
1
End Year l- street remains on priority list
I
*
End Year 2 - street remains on priority list, points total updated prior to the end of Year 2 and
1
a new priority ranking established
End Year 3 - street did not receive funding, dropped from the priority list 1
End Year 4 - street not on list, reviewed by the TSC. If the City Council approves, the street
is restored to the priority list (Year 1 begins upon City Council approval)
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
PHASE III (IMPLEMENTATION)
Upon completion of Phase II, each qualified project will have a priority ranking. Prior to the new
fiscal year beginning July 1 of each year, a traffic calming funding level will be established and
approved by the City Council during the annual budget process. Some of the highest ranked
projects then will be eligible for funding and construction in accordance with the following
process.
Step 1 Meeting with the Neighborhood
All individuals from the PAOI of the highest ranked projects will be invited to individual
neighborhood meetings hosted by the City. At the meeting, staff will explain to those in
attendance the Phase III process that may lead to installation of the traffic calming measures
proposed for their neighborhoods. Discussion will include:
neighborhood wncerns
traffic data gathered results from Phase I
potential solutions
funding availability
petition process installation of temporary measures
traffic calming plan development process
before and after traffic study process
A Fire Department representative will attend the meeting to explain response needs of the
emergency service providers and any concerns the Fire Department has with potential traffic
calming on the candidate street. Also, a Police Department representative will attend the
meeting to respond to questions about enforcement issues.
Staff will ask that a Neighborhood Traffic Calming Committee (NTCC) be formed from
volunteers residing within the PAOI. Staff and the residents attending the meeting will determine’
the committee membership.
Acting as the liaison with their neighborhood, this committee will be comprised of up to five
residents. Committee members will meet with Engineering Department staff and appropriate
representatives from other City departments to develop the conceptual traffic calming plan.
The Committee will be expected to present the plan to the neighborhood.
Step 2 Develop the Conceptual Neighborhood Traffic Calming Plan
By meeting and working closely with the NTCC, staff will be able to assist the committee in:
a assessing their needs 0 identifying alternatives
0 developing initial plans or solutions
0 finalizing the comprehensive plan based upon
sound engineering principles
neighborhood input
state-of-the-art traffic calming practices
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
Throughout design development of the conceptual plan, all residents within the PAOI will be
provided updates and will be encouraged to offer input. The NTCC will be actively involved in all
aspects of developing the comprehensive neighborhood traffic calming plan and will be
expected to commit the time and effort needed to develop a successful plan.
The length of time needed to develop the conceptual plan is dependent upon the complexity of
the issues, the level of neighborhood involvement and support, project cost and the willingness
of the NTCC to aggressively pursue plan development. The series of meetings leading to
completion of a final conceptual plan for presentation to the neighborhood could take six months
or longer.
Step 3 Mail Support Survey for Final Conceptual Plan
-A mail support survey will be conducted by City staff upon completion of the conceptual plan .
developed by the NTCC and evidence of a generally favorable wnsensus on the plan by
interested residents. The purpose of the survey will be to determine if the neighborhood (PAOI)
is in favor of the proposed plan by a super majority (67% or more).
Individuals within the PAOI will be included in the survey, essentially following the eligibility
procedures addressed in Phase II, Step 5. If necessary, and as determined by the City Traffic Engineer based upon the proposed conceptual traffic calming plan, additional properties may be
included by expanding the boundaries of the PAOI. The expanded PAOI will become the new
PAOI for purposes of the survey and other communications with residents affected by the
proposed traffic calming project.
Distribution of the support survey will be conducted by the City through the mail. The survey will
be considered valid if a minimum of 40% of those contacted fill out and return the survey.
Staff will then analyze the returns to determine if 67% or more of the PAOI community supports
proceeding to the final plans, specifications and estimates (PS&E) stage and for the installation
of temporary features. Staff will notify by mail all individuals within the PAOI of the survey results
and the next steps in the process.
if 40% of the surveys are not returned, an outreach program must be developed by the NTCC
with the assistance of staff. Re-survey will occur after all steps established in the outreach program are completed.
A re-survey will be valid if 40% or more of the surveys are returned to staff. If the plan is not
approved by 67% or more of the returned surveys, the NTCC may develop an alternative plan
or abandon their efforts. A revised conceptual plan, after an appropriate outreach program, will
be tested by the support survey process in this step. If a conceptual plan fails to garner support
of the residents in the PAOI after the second survey, no further surveys will be conducted by
City staff for a minimum of one year.
Step 4 Environmental Review
Upon confirming the neighborhood support for the proposed conceptual plan, staff will initiate
environmental review of the proposed project through the City of Carlsbad Planning
Department. Generally, traffic calming improvements proposed within the existing street
right-of-way are found to be exempt from detailed environmental review.
14
CARLSBAD RESIDENTlAL TRAFFIC MANAGEMENT PROGRAM
Step 5 Complete Final Design
Final design of the traffic calming plan can be started by staff concurrent with processing the
environmental document. However, the final plan cannot be completed beyond the 30% stage
until environmental certification is received. Depending upon the complexity of the final plan, a
consultant may be hired by the City. After completion of the final design, staff will initiate
installation of temporary measures to simulate the effect of the proposed permanent traffic
calming measures. The Police and Fire Departments will have considerable input during the
final design.
Step 6 install Temporary Measures
Temporary measures may be installed to further assess community support for traffic calming
and to determine the impact upon traffic. The initial installation of measures will be low cost and
is not intended to necessarily be visually pleasing or improve neighborhood aesthetics. However, the temporary measures will simulate the conditions of the proposed permanent
measures and will enable staff to collect traffic data after their installation for comparison with data collected prior to installation.
Temporary measures, if used, must remain in place for a sufficient time period to enable a valid
assessment of their influence or impact upon traffic. A test period of three months minimum and
six months maximum will be conducted by staff.
If it is determined that diversion of traffic to other residential streets occurs because of the
temporary traffic calming measures, those properties will be included in the final approval
survey. A threshold of 30% or more diverted trips to other residential streets will initiate inclusion
of the properties into the “expanded” PAOI.
Under some scenarios, it may not be appropriate or feasible to install temporary traffic calming
measures. When this situation arises, the Phase III process will proceed to Step 8 in-lieu of
Steps 6 and 7.
Step 7 Communicate Results of Temporary Measures
Upon completion of the test installation period, final results will be presented to individuals in the
PAOI. A meeting may be held with the neighborhood to share the results or results may be
mailed, including any concerns expressed by the Police and/or Fire Department. Before and
after traffic data and staff recommendations will be communicated to the residents.
Step 8 Mail Final Approval Survey
Staff will conduct by mail the final approval survey of the proposed traffic calming plan simulated
by the temporary measures. The survey area will include the PAOI plus other properties determined to be impacted by diverted trips, as specified in Step 6. Approval will be the
go-ahead for final, permanent installation of the proposed traffic calming measures. In the final
approval survey, each dwelling unit, business or vacant property owner will be entitled to one
vote. Non-resident owners of residential housing will not be eligible to vote, but will be notified of
the appropriate meetings at the Traffic Safety Commission and City Council.
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CARLSBAD RESlDENTlAL TRAFFIC MANAGEMENT PROGRAM
Significant support for the installation of the proposed traffic calming measures must be
indicated by those being surveyed. Consequently, at least 67% of the eligible surveys returned
must indicate acceptance for permanent installation of traffic calming measures before Step 8 is initiated.
Step 9 Final Determination by the Traffic Safety Commission
All individuals within the PAOI, or expanded PAOI, will be informed of a public meeting to be
held by the Traffic Safety Commission to hear the recommendations for the traffic calming
project. Public testimony will be taken. The meeting will be publicly noticed with advertisements
in at least one local newspaper a minimum of 30 days prior to the Commission meeting. Final
recommendation(s) of the Traffic Safety Commission will be forwarded to the City Council.
Step 10 Final Approval by the City Council
A duly noticed public meeting will be held by the City Council to receive the recommendations of
the Traffic Safety Commission for the final traffic calming project and to hear public testimony on
the matter. If Council decides the project is acceptable, it will so indicate by adopting a
resolution authorizing advertising for construction bids, thus taking the first step toward
installation of the project. If, on the other hand, the Council does not support the proposal, staff
may be directed to abandon the plan, or to return to the neighborhood for refinement of the plan, or to take no further action.
Step 11 Project installation (Construction)
Construction of the approved project, in most cases, will be performed by a licensed contractor
selected through the City’s formal construction bidding process. After a contractor is selected by
the City, individuals within the PAOI will be notified of the construction schedule.
Step 12 Project Monitoring
Traffic calming projects that have been constructed will be monitored for effectiveness during
the first year following completion of the installation and also during the second year after the
installation. An annual report will be provided to the Traffic Safety Commission at the end of
each of the first two years of the completed traffic calming project. In the report, staff will provide traffic data results, accident history, observed deficiencies and/or impacts of the traffic calming
measures, comments, suggestions or complaints received, and staff recommendations.
All recommendations provided by the Traffic Safety Commission will be forwarded to the City
Council.
Individuals within the PAOI will be notified of the availability of the annual reports for their review. If it should happen that some residents of the neighborhood believe that the traffic
calming measures, impacts and results do not meet their expectations, they may request
removal of the permanent measures. The request for removal must follow the Traffic Calming
Measures Removal Process.
16
FUNDING
Carlsbad recognizes the different fiscal needs, priorities and abilities of residents concerned
with improving neighborhood livability on public streets. In general, improvements or alterations
to an existing street fully widened and improved to City standards is the responsibility of the
City of Carlsbad. As such, it is intended that all costs directly associated with the planning,
design and implementation of the Traffic Management Program will be borne by the City.
Funds available for use in a traffic calming project will be determined through the City’s annual
budget process. Many different fiscal factors must be considered to establish if and to what level
funds will be allocated for projects on the priority list. Staff will recommend a funding level and
the City Council will consider and adopt the annual budget before fiscal year end June 30.
As an alternative to the City of Carlsbad paying for installation of the approved neighborhood
traffic calming plan, residents may collect funds themselves in any manner they chose equitable
to pay for the project cost. This private funding must be for 100% of all construction costs
associated with the approved project. Private funds must be deposited with the City prior to
competitive bids being solicited to construct the project. Those projects privately funded may
move ahead of other projects on the approved priority list that are waiting to be funded by the
City of Carlsbad.
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
Traffic Calming Measures Removal Process
Individuals within a neighborhood may determine that one or more traffic calming measures
should be removed. If so, a petition favoring removal and signed by 80% of the eligible
individuals within the PAOI or expanded PAOI, if applicable, must be sent to staff. Eligibility
criteria for signing the petition will be the same as for previously indicated voting procedures
(one signature per household or property). A sample petition is provided on the next page for
use by the neighborhood contact person to collect signatures.
Staff will review the petition, determine if the 80% threshold is met and notify all residents within
the PAOI of the results. No removal petition will be accepted by staff during the test period when
temporary measures are being tested.
If the petition has 80% or more valid signatures, it will be submitted to the Traffic Safety
Commission for consideration. All individuals within the PAOI will be notified in writing of the
meeting and will have the opportunity to address the Commission with their concerns. The
Traffic Safety Commission recommendation, whether to deny or sustain the removal petition,
will be forwarded to the City Council.
All residents within the neighborhood PAOI will be notified by mail of the date when the City
Council will consider their request for removal of the traffic calming measure(s). Each interested
resident will have the opportunity to address the City Council. A final decision will be made by
the City Council based upon staff input, Traffic Safety Commission recommendations and
citizen comments. As appropriate, staff will initiate action on the City Council’s decision. All residents within the PAOI will be notified of the City Council decision by mail.
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PETITION
REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S)
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
CONTACT PERSON: DATE:
CONTACT PERSON ADDRESS:
CONTACT PERSON TELEPHONE:
The undersigned state they that they are requesting that the City of Carlsbad consider removing
the traffic calming measure(s) installed on (street name).
The measure or measures to be removed are:
The undersigned further state they have read the Travel Calming Removal Process section
contained in the Carlsbad Residential Traffic Management Program.
15.
16.
17.
18.
19.
20.
(attach additional sheets as necessary)
19
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
Traffic Management Program Update Process/Procedure to
Add or Delete New Measures or Methodology
It is intended that the Carlsbad Residential Traffic Management Program be dynamic and subject to change. Traffic calming measures, techniques and/or methodologies continue to
evolve. What was once in favor and popular to implement may have been subsequently found
by agencies to be undesirable, unworkable or unacceptable to the neighborhood.
Revisions to the Traffic Management Program (TMP) are expected. When revisions are
suggested, a formal review and approval process of the revision(s) will be followed.
Steps in the revision/update process are as follows:
Step 1 initiation of Revision
A change or revision may be initiated by the City Council, staff or a citizen. It is suggested that
the requested revision be made in writing, with the reasons for or intent of the revision clearly
stated. A compelling reason to initiate the update process or to change the process must be
offered to be favorably received.
Step 2 Review by Staff
Suggested revisions will be thoroughly researched and reviewed by staff to determine if they are
appropriate for inclusion in the Traffic Management Program. Other City departments will also
be consulted and, as necessary, comments from stakeholders will be solicited. Changes to
traffic calming measures, procedures or methodologies will only be considered by the Traffic
Safety Commission once a year, unless such measures, procedures or methodologies are
determined to be illegal.
Step 3 Response to initiator
Staff will respond in writing to the individual proposing the revisions, commenting on their
suitability or requesting additional information as needed. Revisions deemed unacceptable by
staff will not be processed further. Revisions recommended by staff for further consideration will
be scheduled for discussion at a Traffic Safety Commission meeting. Only those suggested
revisions that significantly enhance the overall Traffic Management Program will be considered
for acceptance and submitted to the Traffic Safety Commission.
Step 4 Review by the Traffic Safety Commission
All revisions proposed during any 12-month period will be reviewed by the Traffic Safety
Commission at the end of such period. The recommendations of the TSC on all such proposed
revisions will be forwarded to the City Council. The TSC review meetings will be duly noticed
and open to the public for their input on revisions or changes.
20
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CARLSBAD RESlDENTlAL TRAFRC MANAGEMENT PROGRAM
Step 5 Review and Approval by the City Council
In a public meeting, the City Council will consider the recommendations of the Traffic Safety Commission. Staff may be directed by the Council either to implement the revisions to the
program and the supporting documents or to take no action on the requested revision. Noticing
procedures for the Council meeting will be the same as for the Traffic Safety Commission
meeting and all interested residents will be encouraged to attend the Council meeting to make
their opinions known.
Proposed revisions will not interfere with or delay the processing of a neighborhood traffic
calming program in progress. A neighborhood that has started development of its traffic calming
program will continue the process without change.
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3 0
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
Alternative Traffic Calming Measures
Not Recommended for Use
Several traffic calming measures were evaluated and determined to be unsuitable for use in
Carlsbad. Listed following are measures not recommended for installation on public streets and,
therefore, not proposed for consideration as part of a neighborhood traffic calming project.
Speed Hump
This measure can result in significant impacts to response times of emergency service
providers. Also, excessive vehicle wear can occur to such large vehicles as fire trucks and
waste disposal trucks. Vehicle diversion to parallel streets may result due to the driver
attempting to avoid a street with speed humps. Additional noise is generated in the
neighborhood by vehicles traveling over speed humps and from the braking/acceleration pattern
drivers face when traveling on a road with speed humps.
Rumble Strip
A rumble strip is an alteration to the paved street surface by various techniques to draw the
driver’s attention to a roadway condition. This measure is not acceptable in a residential
neighborhood due to the noise and vibration created when a vehicle is driven over the rumble.
strip.
One-Wav Street
A one-way street may encourage increased speeds and may result in additional traffic volumes
on a nearby street due to diverted traffic. On a residential street, confusion and wrong-way
travel may result as a one-way street is an atypical encounter for drivers when leaving a
single-family residence.
STOP Sians
As a traffic calming measure, STOP signs are not appropriate. Reductions to vehicle speed only
occur within about 150’ - 200’ of the STOP sign and there is a relatively insignificant impact on
midblock speed reduction. Increased noise and air pollution emissions occur at the STOP sign
location due to vehicle braking and acceleration patterns. Frustration of residents can increase
when vehicles are observed to slowly roll through the STOP sign without completely stopping.
STOP signs are intended to assign the right-of-way to vehicles and pedestrians and should only
be used when meeting State of California warrants for STOP sign installation.
22
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
Miscellaneous Non-Standard Devices
Signs and/or striping not recognized by the State of California Department of Transportation
(Caltrans) as an official traffic control device shall not be used in the public right-of-way.
These signs typically include CHILDREN AT PLAY, SLOW and others. Non-official signs are of
the novelty type, many have messages that are misinterpreted by drivers, have no legal meaning and their use can expose the City to tort liability. These types of signs do not command
the attention or respect of drivers that are repeat users of the street. Using signs that are not
officially approved may give a false sense of security to residents. Additionally, the signs raise
expectations that some degree of protection is provided through their use when, in reality, this is
not the case.
23
CARLSBAD RESlDENTlAL TRAFFIC MANAGEMENT PROGRAM
California Vehicle Code
Circulation Element
Critical Speed (85” percentile)
General Plan
ITE
Midblock
NTCC
PA01
PS&E
Traffic Calming
TMP
Tool box
TR
TSC
Warrants
ACRONYMSANDGLOSSARY
A document published by the Department of Motor Vehicles
containing laws relating to the use of streets and the
operation of vehicles thereon.
Comprehensive plan in Carlsbad for the safe and efficient
movement of people and goods.
The speed at which 85% of the vehicles are traveling at
or below.
A document required by law that contains the overall goals,
objectives and policies for development of the City.
Institute of Transportation Engineers
Any point located between two successive intersections.
Neighborhood Traffic Calming Committee
Project Area of Influence
Plans, specifications and estimates used to construct
projects.
The combination of mainly physical measures that reduces
the negative effects of motor vehicle use, alters driver
behavior and improves conditions for non-motorized street
users-ITE definition.
Traffic Management Program
Traffic calming measures (“tools”) used to reduce vehicle
speeds and/or minimize volumes on residential streets.
Traffic Request. Used by transportation staff to log, file and
track project requests.
Traffic Safety Commission
Established, objective criteria used to evaluate traffic
conditions.
24
?3
APPENDIX
TRAFFIC CALMING TOOLBOX
Traftic control devices are those official signs and striping placed in the public right-of-way and
recognized by the public such as STOP signs, curve warning signs, centerline striping, etc.
These devices have been officially approved by the State of California Department of
Transportation pursuant to legislative authority provided for in the California Vehicle Code.
Traffic calming measures, however, have evolved to include features that are not officially
approved through legislative action by the State of California. Commonly referred to as “tools”,
traffic calming measures or features (e.g., tools) are available in the traffic calming “toolbox”.
Each tool in the toolbox of options is unique and has a specific purpose for addressing
residential street traffic concerns requiring some form of traffic calming. Tools have their
limitations on effectiveness, advantages and disadvantages and a range of costs. More than
just a structural feature on the street, traffic calming tools include the components of education,
enforcement, engineering, and enhancement,
The following pages identify tools that are endorsed and available in the traffic calming toolbox.
They were chosen for:
a appropriateness to address traffic concerns in Carlsbad 0 acceptability to stakeholders, including the Fire Department a suitability for use in neighborhoods
Each traffic calming measure is briefly described, application for use is listed and the
advantages and disadvantages of the tool is provided. Estimated costs have been provided
where the cost of the measure was able to be determined.
TB-1
Education
Phase 1
Description:
Conversations, meetings, e-mails, letters
and handouts to residents regarding
neighborhood traffic and pedestrian safety
issues.
Application:
Traffic education is intended to make
residents aware of local residential speed
limits and other neighborhood traffic and
safety concerns.
Advantages: Disadvantages:
l Allows residents to express views and 0 Effectiveness may be limited.
obtain answers. 0 Potentially time consuming.
0 Identifies issues of concern and
solutions. 0 Limited audience.
Special Considerations:
l Meetings need to stay focused on specific traffic issues.
cost:
l Varies (staff time and published materials).
TB-2
Police
Phase 1
Presence
Description:
Police vehicles drive through or stop for a
few minutes on residential streets to
observe driver behavior.
Application:
Police presence is used to make a visual
showing in residential neighborhoods to
help discourage speeding.
Advantages:
0 Shows an enforcement presence.
0 May help slow vehicle speeds.
SmcOal Considerations:
Disadvantages:
l Presence without enforcement has
limited effectiveness.
0 Limited police resources.
l Typically only effective when officer is present.
0 Used on residential streets with complaints of speeding.
cost:
0 N/A
TB-3 33
Radar Trailer
Phase 1
Description:
A portable trailer equipped with a radar
unit that detects and displays the speed of
passing vehicles on a reader board
located next to a speed limit sign.
Application:
Radar trailers help discourage speeding
along neighborhood streets by showing
drivers their current speed. .
Advantaaes: Disadvantanes:
* Effective educational tool.
0 Good public relations tool.
0 Encourages speed compliance.
0 Can reduce speeds temporarily.
0 Not an enforcement tool.
l Ineffective on multi-lane roadways.
l Less effective on high volume
streets.
Social Considerations:
0 Can be placed where a resident indicates a speeding problem is located.
l Typically only effective in reducing speeds when radar trailer is present.
0 Some motorists may speed up to try to register a high speed.
cost:
0 Minimal.
TB-4
Police Enforcement
Phase 1
Description:
The Police Department deploys
motorcycle or automobile officers to
perform targeted enforcement on
residential streets.
Application:
Targeted police enforcement used to make
drivers aware of local speed limits and to
reduce speeds by issuing citations.
Advantarres:
0 Effective, visible enforcement.
l Driver awareness increased.
0 Can be used on short notice.
0 Can reduce speeds temporarily.
Special Considerations:
Disadvantages:
0 Temporary measure.
0 Requires long-term use to be
effective.
l Limited police resources.
0 Typically only used on residential streets with documented speeding problems.
0 Typically only effective while officer is actually monitoring speeds.
l Benefits are short-term without regular periodic enforcement.
l Expensive.
cost:
0 N/A
TB-5 39
Speed Limit Signs
Phase 1
Description:
25 mile per hour speed limit signs are
installed on neighborhood residential
streets that meet the legal definition of a
RESIDENCE DISTRICT.
Application: Speed limit signing
encourages slower vehicle speeds along
residential streets. Signs are only installed
along streets where speeding is a
problem.
Advantaaes:
l Clearly indicates prima facie speed
limit.
l Helps reduce speeds.
l Usually popular with residents.
0 Low cost of installation.
Disadvantanes:
0 Not effective by themselves.
0 May add to sign clutter.
0 Increased cost of sign maintenance.
Special Considerations:
l Typically only installed on streets where speeding is a documented problem.
0 Requires police enforcement to be effective.
cost:
0 $125 per sign.
TB-6
Speed Limit Pavement Legends
Phase 1
Description:
Painting of speed limit legends on the
roadway adjacent to speed limit signs.
Application:
Speed limit pavement legends increase driver awareness of the speed limit to help
reduce speeding.
Advantaaes:
0 Supplement to speed limit signs.
l May help reduce speeds.
0 Usually popular with residents.
Special Considerations:
Disadvantanes:
0 Not effective or legal by themselves.
0 Increase in maintenance cost.
l Should only be installed on streets where speeding is a documented problem.
cost:
l $250 per legend.
TB-7
Warning Signs
Phase 1
Description:
Standard warning signs give drivers
advanced notice of roadway conditions.
Application:
Warning signs advise motorists to reduce
their speed.
Advantages:
0 Informs motorists of roadway
conditions.
0 Low cost of installation.
Special Considerations:
0 Advisory only, cannot be enforced.
Cost:
Disadvantaaes:
0 May add to sign clutter.
0 Increased cost of sign maintenance.
l Not a regulatory sign.
0 $125 per sign.
TB-8
Turn Restrictions via Signs
Phase 1
Description:
Standard “No Left Turn”, “No Right
Turn”, or “Do Not Enter” signs used to
prevent undesired turning movements
onto residential streets.
Application:
Turn restriction signing used to reduce
cut-through traffic on residential
streets.
Advantages:
0 Redirects traffic to main streets.
l Reduces cut-through traffic.
l Low cost.
Disadvantanes:
0 May divert traffic to other streets. I
l Enforcement required. I
I
0 Adds to sign clutter. I
h l Violation rates can be high wit out
enforcement. I
Special Consideration&
l Installed at entry points of a neighborhood to prevent traffic from entering.
0 Has little or no effect on speeds for through vehicles.
0 With active enforcement, violation rates can be reduced.
cost:
l $125 per sign.
TB-9
Special Signs
Phase 1
Description:
Special signs involve the use of
neighborhood yard signs such as “KEEP
KIDS ALIVE, DRIVE 25”.
Application:
Special signs may help reduce speeding
on residential streets.
Advantages: Disadvantaaes:
l May increase driver awareness. l Has no lasting effect.
l May cause drivers to slow down. l Not a permanent feature.
l Popular with residents. l May create visual pollution.
l Low cost of installation. l Can create a false sense of
security.
l Proactive approach to a neighborhood
concern. l Increased cost of sign maintenance.
l Not authorized to be installed in the
public right-of-way.
Special Considerations:
l Passively reminds drivers to observe residential speed limits without confrontation.
l Residents are less likely to speed themselves if they are displaying a yard sign.
l Only used l-2 weeks to increase neighborhood awareness.
cost:
l $20 per sign.
TB-10
High Visibility Crosswalks
Phase 2/3
Description:
High visibility crosswalks established by
painting stripes between the crosswalk’s
outer boundary stripes.
Application:
High visibility crosswalks increase
crosswalk visibility to drivers.
Advantaaes:
l More visible to the driver than
traditional crosswalks.
Disadvantages:
l May give false sense of security to
pedestrians.
l Higher maintenance costs.
Special Considerations:
l Pedestrians may place too high a reliance on its ability to control driver behavior.
l Can be used at high pedestrian volume crossing locations.
cost:
l $1,000 to $5,000 each.
TB-11
Narrowing Lanes (Striping)
Phase 2/3
Description:
Striping used to narrow traffic lanes. The “extra” pavement width can be used to
create or add to bicycle and/or parking
lanes.
Application:
Narrowing lanes with striping used to help
slow vehicle speeds.
Advantanes:
0 Can be quickly implemented.
0 May reduce travel speeds.
l May improve safety.
0 Can be easily modified.
Disadvantaaes:
l Increases regular maintenance.
l Not always accepted as an effective
tool.
l Some residents may oppose
striping on neighborhood streets.
0 Increases resurfacing costs.
Special Considerations:
0 Narrowed travel lanes create “friction” to help slow vehicle speeds.
0 Can be installed quickly.
0 Designated bicycle lanes and/or parking lanes can be created.
0 Adds centertine and edgeline striping to neighborhood streets.
cost:
0 $0.15 per linear foot.
TB-12
Entry Treatment
Phase 213
Description:
Entry treatments consist of raised landscaped median islands and textured pavement features and are located at entries to neighborhoods.
Application: ----_-
Entry treatments help reduce speed. They provide visual cues to drivers they are entering a residential area or that surrounding land uses are changing.
Advantages:
0 May reduce vehicle speeds.
II I
Disadvantages:
l Increase in noise.
0 Creates an identify for the neig hborhood.
l May reduce cut-through traffic.
0 Opportunity for landscaping.
l May require removal of parking.
l Can impede truck movements.
0 Creates physical obstruction.
0 Increase in maintenance.
Special Considerations:
l Entry treatments have minimal influence on drivers routine behavior.
0 Overall speeds and volumes are usually only minimally affected.
0 Entry treatments make drivers more aware of the neighborhood environment.
l Care should be taken not to restrict pedestrian visibility at adjacent crosswalk.
cost:
l $10,000 to $20,000 each.
TB-13
Traffic Circle
Phase 2/3
Description:
Traffic circles are raised circular islands installed in an existing intersection. Traffic
circles require drivers to slow down to
maneuver around the circle.
Application:
Traffic circles provide speed control.
Advantanes:
0 Effectively reduces vehicle speeds.
0 Reduces collision potential.
0 Better side-street access.
l Opportunity for landscaping.
7
Disadvantaaes:
l May increase bicycle/automobile conflicts.
0 Can increase emergency vehicle
response time.
l Can restrict large vehicle access.
0 Expensive.
Special Considerations:
0 Traffic circles are best used in a series or with other devices.
0 About 30 feet of curbside parking must be prohibited in advance of circle.
l Requires the installation of signs and pavement markings.
0 Traffic circles are less effective at T-intersections.
Cost:
0 $15,000 to $25,000 each.
TB-14
Center Island Narrowing
Phase 2/3
Description:
Center island narrowing is the construction of a raised island in the center of a wide
street.
Application: ------
Center islands are installed on wide streets to help lower speeds and/or to prohibit left-turning movements. They also
provide a mid-point refuge area for
pedestrians.
i
Advantages: Disadvantages:
l Reduces vehicle speeds.
0 Can reduce vehicle conflicts.
0 Reduces pedestrian crossing width.
0 Landscaping opportunity.
0 May require parking removal.
0 May reduce driveway access.
0 May impact emergency vehicles.
l May divert traffic to other streets.
Special Considerations:
0 When used to block side street access, may divert traffic.
0 May visually enhance the street with landscaping.
0 Bicyclists prefer not to have travel way narrowed.
cost:
0 $10,000 to $20,000 each.
TB-15
Median Barrier
Phase 2/3
Description:
Median barriers are raised islands
constructed through intersections that
prevent left turns and side street through movements.
Application:
Median barriers reduce cut-through traffic.
Advantages: Disadvantages:
0 Redirects traffic to other streets.
0 Reduces cut-through traffic.
0 Redirects traffic to other streets.
0 Increases trip lengths.
0 Provides pedestrian refuge area.
l Opportunity for landscaping.
l May impact emergency response.
l Creates physical obstruction.
Special Considerations:
0 Should not be used on critical emergency response routes.
0 Landscaping needs to be carefully designed to not restrict visibility for motorists, bicyclists and pedestrians.
Fire Department Evaluation:
This measure is least acceptable to the Fire Department and its use requires extensive evaluation of the specific location and impacts to emergency response times.
cost:
l $10,000 to $20,000 each.
TB-16
Mid-Block Choker
Phase 2/3
Description:
Mid-block chokers are curb extensions that narrow a street by extending the curbs towards the center of the
roadway. The remaining street cross- section consists of two narrow lanes.
Application:
Reduces speeds by narrowing the roadway so two vehicles can pass slowly in opposite directions.
Advantages:
0 Effectively reduces vehicle speeds.
l Shorter pedestrian crossing width.
0 Improves sight distance.
l Opportunity for landscaping.
Disadvantaqes:
0 May require parking removal.
0 May create hazard for bicyclists.
0 May create drainage issues.
0 May impede truck movements.
0 May impact driveway access.
Special Considerations:
0 Preferred by many emergency response agencies to other measures.
0 Provide excellent opportunities for landscaping.
cost:
l $10,000 each.
TB-17
Lateral Shift
Phase 2/3
Description:
A lateral shift is the construction of curb extensions into the roadway that creates a horizontal deflection drivers must
negotiate.
Application:
A lateral shift helps reduce vehicle speeds.
Advantaaes:
0 Effectively reduces vehicle speeds.
0 Low impact on emergency vehicles.
0 Opportunity for landscaping.
Disadvantages:
0 Loss of parking.
0 Increased maintenance.
l May impact driveways.
0 May be expensive.
Special Considerations:
0 Most effective when traffic volumes are approximately equal in both directions.
0 May increase conflicts with pedestrians and bicyclists.
cost:
0 $10,000 to $20,000 each.
TB-18
Chicane
Phase 2/3
Description:
A chicane is a series of two or more
staggered curb extensions on alternating
sides of a roadway. The horizontal
deflection causes motorists to reduce
speed.
Application:
Chicanes help reduce vehicle speeds.
Advantaaes:
0 Effectively reduces vehicle speeds.
0 Low impact on emergency vehicles.
0 Opportunity for landscaping.
Disadvantanes:
0 Loss of parking.
0 Increased maintenance.
0 May impact driveways.
0 May be expensive.
Special Considerations:
0 May require removal of substantial amounts of on-street parking.
0 Most effective when traffic volumes are approximately equal in both directions.
l May increase conflicts with pedestrians and bicyclists.
0 Provide landscaping opportunities.
0 Most residents would have their driveways affected.
cost:
l $30,000 to $60,000 each.
TB-19
Semi-Diverter
Phase 213
Description:
Semi-diverters are curb extensions that restrict movements into a street. They are constructed to approximately the center of the street, obstructing one direction of traffic. A one-way segment is created at the intersection, while two-way traffic is maintained for the rest of the block.
Application:
Semi-diverters reduce traffic volume. 71
Advantaaes: Disadvantages:
0 Reduces cut-through traffic.
0 More self-enforcing than signs.
l Reduces pedestrian crossing widths.
0 Opportunity for landscaping.
Special Considerations:
l May divert traffic to other streets.
0 May increase trip lengths.
0 May require the removal of parking.
0 Increased maintenance.
I/
0 Restricts access into street while allowing residents access within block.
l Potential use must consider how residents will gain access.
l In emergency situations, emergency vehicles can gain access.
l May increase emergency response times.
Fire Department Evaluation:
This measure is least acceptable to the Fire Department and its use requires extensive evaluation of the specific location and impacts to emergency response times.
cost:
0 $15,000 to $20,000 each.
TB-20
Partial Diverter
Phase 2/3
Description:
Partial diverters are raised areas placed diagonally across a four-legged intersection (314 closure). They prohibit through movements by creating two “L” shaped intersections, with one leg having a right turn.
Application:
Partial diverters help reduce cut-through traftic. They also minimally decrease
speeds near the intersection.
Advantanes:
0 Reduces cut-through traffic.
0 Minimal impact to emergency access.
0 Reduces collision potential.
0 Opportunity for landscaping.
Special Considerations:
A,,-,,!L I \ \ \ -----_ ------ ?$y- 1 I
Disadvantaaes:
l Redirects traffic to other streets.
0 May increase trip lengths,
l Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
l Less impact to circulation than a full street closure.
0 Can be attractively landscaped.
Fire Department Evaluation:
This measure is least acceptable to the Fire Department and its use requires extensive evaluation of the specific location and impacts to emergency response times.
cost:
l $15,000 to $35,000 each.
TB-21
Forced Turn Channelization
Phase 213
Description:
Forced turn channelization are raised median islands that restrict specific movements at an intersection.
Application:
Forced turn channelization reduces traffic
volumes/cut-through traffic.
Advantages:
0 Reduces cut-through traffic.
l More self-enforcing than signs.
0 Shorter pedestrian crossing distances.
Disadvantages:
l May divert traffic to other streets.
0 Can increase trip lengths.
Special Considerations:
0 Has little or no effect on speeds for through vehicles.
l In emergency situations, emergency vehicles can gain access.
0 May increase emergency response times.
cost:
l $5,000 to $10,000 each.
TB-22
56
Intersection Bulb-Out
Phase 213
Description:
Intersection bulb-outs narrow the street by
extending the curbs toward the center of
the roadway.
Application:
Used to narrow the roadway and to create shorter pedestrian crossings. They also
influence driver behavior by changing the appearance of the street.
Advantaaes:
l Improve pedestrian visibility.
0 Shorter pedestrian crossing width.
0 May reduce vehicle speeds.
0 Opportunity for landscaping.
\
Disadvantanes:
7==
0 May require parking removal.
0 May create hazard for bicyclists.
0 May create drainage issues.
l Impacts large vehicle turns.
Special Considerations:
l Intersection bulb-outs at transit stops enhance service.
0 May require landscape maintenance to preserve sight distances.
cost:
l $10,000 to $20,000 each.
TB-23
Curb Radius Reduction
Phase 2/3
Description:
Removal of existing larger radius curb
returns at an intersection and construction of smaller radius curb returns.
Application:
Curb radius reductions slow vehicle turning speeds and shorten pedestrian crossing distance.
Advantaaes: Disadvantaaes:
0 Shorter pedestrian crossing width.
0 Slower vehicle turning speeds.
0 Opportunity for landscaping.
l Impacts large vehicle turns.
dL
------ ------
Special Considerations:
0 Careful attention needs to be given to drainage issues and turning radii.
cost:
0 Varies.
TB-24
Realigned Intersection
Phase 213
Description:
‘7” intersections are realigned/modified
by constructing horizontal deflection
which forces previous straight-through movements to make slower turning movements.
Application:
Realigned intersections help reduce
vehicle speeds.
Advantaaes: Disadvantaaes:
0 Reduces vehicle speeds. 0 Removal of parking required.
0 No significant impact on emergency and transit service.
l May discourage through traffic.
0 Increased maintenance.
0 May divert traffic to other streets.
l Opportunity for landscaping.
Special Considerations:
0 Reduces vehicle speeds near intersection.
0 May change STOP sign configuration and affect emergency response times.
0 Careful attention needs to be made to drainage issues.
cost:
0 $10,000 to $20,000 each.
TB-25
Roundabout
Phase 2/3
Description:
Roundabouts are large radius raised circular islands installed at an intersection in lieu of a traffic signal or STOP sign. Roundabouts reduce vehicle speeds and delay at an intersection.
Application:
Roundabouts reduce vehicle speeds and delay at an intersection.
Advantaaes: Disadvantages:
0 Effectively reduces vehicle speeds.
l Reduces collision potential.
0 Better side-street access.
l Opportunity for landscaping.
0 Parking removal required.
0 May increase bicycle/automobile conflicts.
0 Requires additional right-of-way.
0 Expensive.
Special Considerations:
0 Retrofitting a roundabout at an existing intersection would require obtaining additional right-of-way and removal of existing curb returns.
0 Curbside parking must be prohibited in advance of the roundabout.
0 Requires the installation of signs and pavement markings.
cost:
a $50,000 to $75,000 each (construction only/does not include right-of-way costs).
TB-26
Diagonal Diverter
Phase 2/3
Description:
Diagonal diverters are raised areas placed diagonally across a four-legged
intersection. They prohibit through movements by creating two “L” shaped intersections.
AwNcation:
Diagonal diverters reduce traffic volumes.
They also minimally decrease speeds near
the intersection.
Advantanes:
0 Reduces cut-through traffic.
0 Self-enforcing.
0 Reduces vehicle conflicts.
0 Opportunity for landscaping.
Special Considerations:
Disadvantages:
0 Increases out of direction travel.
l Increases trip lengths.
l Impedes emergency vehicles.
0 Can be designed to allow emergency vehicle access.
0 Can be designed to allow pedestrian and bicycle access.
0 Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
0 Less impact to circulation than a full street closure.
Fire DeDartment Evaluation:
This measure is least acceptable to the Fire Department and its use requires extensive evaluation of the specific location and impacts to emergency response times.
cost:
0 $15,000 to $35,000 each.
TB-27
Textured Pavement
Phase 2/3
Description:
Textured pavement is installed in the
roadway typically to provide an entry
statement to the neighborhood.
ADDiication:
Used as a visual cue for drivers to slow
down.
Advantages:
0 Aesthetic/visual enhancement.
l Provides entry statement to traffic
calmed area.
Disadvantages:
0 Increase in maintenance.
0 Increase in noise.
0 Expensive.
Special Considerations:
0 Textured pavement has minimal influence on drivers routine behavior.
0 Overall speeds and volumes are usually only minimally influenced.
cost:
0 $7 per square foot.
TB-28
Raised Crosswalk
Phase 2/3
Description:
Raised crosswalks are constructed 3 to 4 inches above the elevation of the street. They have ramps on the approaches with a flat section in the middle.
Application: ------- ---_---
Raised crosswalks help reduce vehicle speeds at pedestrian crossing locations.
Advantaaes: Disadvantanes:
0 Reduces vehicle speeds. 0 May increase noise.
0 Enhances pedestrian safety.
0 Access not affected.
l Drainage modifications may be required.
l Requires special signing and
markings.
l Emergency response times
affected.
Special Considerations:
0 Crosswalk elevation needs to be lower than the sidewalk to alert visually impaired that it is a crosswalk.
l Careful attention needs to be made to drainage issues.
0 Work well in combination with curb extensions and curb radius reductions.
Fire Department Evaluation:
This measure is least acceptable to the Fire Department and its use requires extensive evaluation of the specific location and impacts to emergency response times.
cost:
l $5,000 to $10,000 each.
TB-29
Raised Intersection
Phase 2/3
Description:
A raised intersection is a flat, raised area covering an entire intersection. There are ramps on all approaches. The plateau is generally about 4” high. Typically, the raised intersection is finished with textured pavement.
Application:
Raised intersections reduce vehicle speeds and provide for safer pedestrian crossings.
Advantages: Disadvantaaes:
0 Effectively reduces vehicle speeds.
l Enhances pedestrian safety.
0 Can be aesthetically pleasing.
l Expensive to construct and maintain.
l Requires drainage modifications.
0 Affects emergency vehicle response time.
l May require bollards around comers.
Special Considerations:
0 Makes intersections more pedestrian-friendly.
0 Special signing is required.
Fire Department Evaluation:
This measure is least acceptable to the Fire Department and its use requires extensive evaluation of the specific location and impacts to emergency response times.
cost:
0 $35,000 to $80,000 per intersection.
TB-30
Cul-de-Sac
Phase 2/3
Description:
A cul-de-sac is a street closure where a circular turnaround is provided at the point of closure. Through sidewalk access is typically provided.
ADDiication:
Cul-de-sacs are intended to change traffic circulation patterns. They are very effective at reducing cut-through traffic.
Advantages:
0 Reduces cut-through traffic.
0 Reduces speed near closure.
0 Self-enforcing.
l Opportunity for landscaping.
Special Considerations:
;d ------
7 /I I/ Disadvantages:
0 Diverts traffic to other streets.
0 Increases trip lengths.
0 Emergency response time affected.
l May require some parking removal.
0 Cul-de-sac closures are typically only used after other measures have failed. Vehicle Code requires specific findings to be made to close street.
0 Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
0 Can be placed at an intersection or mid-block. May require additional right-of-way.
0 Not used on major emergency response routes or transit routes. May be designed to allow emergency vehicle access.
0 Through access for pedestrians and bicycles is typically provided.
Fire DeDartment Evaluation:
This measure is least acceptable to the Fire Department and its use requires extensive evaluation of the specific location and impacts to emergency response times.
cost:
l $50,000 to $80,000 each (construction only/does not include right-of-way costs).
TB-31
Street Closure
Phase 2/3
Descrbtion:
Street closures are barriers placed across a street to completely close the street to vehicles while providing only through sidewalk access.
Application:
Street closures are intended to change traffic circulation patterns. They are
effective at reducing cut-through traffic.
Advantages:
0 Reduces cut-through traffic.
0 Reduces speed near closure.
l Self-enforcing.
l Opportunity for landscaping.
Special Considerations:
,:
7
Disadvantages:
0 Diverts traffic to other streets.
0 Increases trip lengths.
0 Emergency response time affected.
0 May require some parking removal.
0 Street closures typically used only after other measures have failed. Vehicle Code requires specific findings to be made to close street.
l Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
0 Can be placed at an intersection or mid-block.
0 Not used on major emergency response routes or transit routes. May be designed to allow emergency vehicle access.
0 Through access for pedestrians and bicycles is typically provided.
Fire DeDartment Evaluation:
This measure is least acceptable to the Fire Department and its use requires extensive evaluation of the specific location and impacts to emergency response times.
cost:
l $20,000 to $35,000 each.
TB-32
Neighborhood Signs
Phase 3
Description:
Neighborhood signs involve the use of
special signs such as “ENTERING A
TRAFFIC CALMED NEIGHBORHOOD” to
increase motorists awareness.
ADDiiCatiOn:
Neighborhood signs help reduce speeding on residential streets.
Advantanes: Disadvantages:
0 May increase driver awareness. l May have no lasting effect.
0 May cause drivers to slow down. 0 Can create false sense of security.
0 Low cost of installation. l Adds to sign clutter.
0 Increased cost of sign maintenance.
l Not a standard Caltrans sign.
Special Considerations:
0 Installed at entry points to a neighborhood.
cost:
l $125 per sign.
TB-33 67
May-97-01 11117A P-01
I .
1249 I ‘~IW~I
SAN OIEGO, CA A7’11-1l
VulCt 6l'J.ZHb.411)0
IAX G19.235.4651
AGENDA ITEM #
c: Mayor
my couepcii
@I,;/ Manq#4- .- --8;;:y AEfzj&y ‘. - - - ,,-. -- 01 cw ~~ .-
May 7,20ol
Honorable Mayor and City Council
City of Carlsbad
1200 Carlsbad Village Drive
Carlsbad, CA 92008
Subject: Proposed Standards for Narrow Streets in Cat-lsbad
Ladies and Gentlemen:
Please allow me to add my name to the growing list of individuals and
organizations who support narrow street standards. In my capacity as an
educator in architecture and urban design and in my professional work in the
public and private sectors, I have been deeply involved in the design of streets.
As a consequence, I fully recognize as well as anyone how they impact the
quality of our communities in a monumental way.
Not only in the San Oiego region but all across the country, citizens, decision-
makers, and planning professionals are advocating the principles of “smart
growth.” There is a recognition that too many of the communities we have built
since WWII are now showing themselves as unsustainable, irrespective of the
benefits wz may have attributed to them initially. Most were designed around
the private automobile because it was viewed as the only method of movement.
Regrettably, that short-sightedness has led to congestion that is practically
undriveable; and, its serious side effect has been the dramatic rise of driving-
related fatalities.
The typical response to this situation was to widen our streets more and more;
but, that strategy turned our streets into ugly, noisy, over-sized streets that are
unpleasant to traverse as a pedestrian or to be near as a resident. It has added
insult to injury because the result has not been safer conditions but, rather,
increased congestion and still more fatalities. It will surprise (and, I hope,
please) some to learn that current analyses show that narrow streets in a
connected system can actually move more cars faster at lower speeds, reduce
accidents, allow for safe bicycle and pedestrian movement, and be pleasant
places to be to boot.
ARCHITECTURE
May-O?-01 11:17A
. ,
Honorable Mayor and City Council
May 7,200l
Page 2
The standards being discussed for Carlsbad are a step in the right direction to provide
walkable neighborhoods that are safer and that will create, in fact, better access for
emergency vehicles. But, they can be narrowed even further!
The principles outlined by Neal Pierce in the San Diego Union-Tribune on
April 29, 2001 (copy attached) are good models to use in the planning process
“If we can develop and design streets so that they are wonderful, fulfilling
places to b+communify-building places, attractive for all peopkthen we
will have successfully designed abouf one-third of fhe city direcf/y and will
have had an immense impact on the rest.” Alan Jacobs, author of Great
Streets.
“The proposed changes to the S&et Design Manual are consistent with
trends across the nation to narrow streets and make residential areas
more pedestrian-oriented; narrower streets foster increased human
interaction and neighborliness wifh the added benefit of preserving our
dwindling supply of buildable residential land. * Report to the San Diego
City Council Land Use and Housing Committee by the Street Design
Manual Users Group, 1998 (still a work-in-progress).
Finally, I urge you, most strongly, to adopt the narrower street standards and set a
model for smart growth for the rest of the San Diego region to follow.
Respect&tlly, +!!!ii& STEPNER, FAIA, FAICP, FIUD
Dear@&wSchool of Architecture & Design
MJS:rw
Enclosure
P-02
cc: Gary Piro, Citizens for Preservation of Olde Carlsbad
Andy Hamilton, Walk San Diego
May-0.7-01 11 t 18A
, . L -
P-03
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5-8-O / f&e47
I%3 )b, IS3
Carlsbad Residential Traffic
Management Program
Courtney Heineman, Chairperson
Robert T. Johnson, Jr., P.E.
Carlsbad Residential Traffic
Management Program Committee
Mission Statement
x “The mission of the committee is to
establish written guidelines for developing
a neighborhood traffic calming program
that will slow speeding vehicles and reduce
the volume of cut-through traffic on
residential streets.”
2
I-
WHY?
“TOO many cars going too
fast down my street”
WHAT?
. . . is the City going to do?
fit! . . . can the residents do?
. . . is the outcome?
HOW? 3
i% Carlsbad Residential Traffic Management
Program
$5 Developed and recommended by the
Carlsbad Residential Traffic Management
Program Committee
WHO?
&Z City staff involved in the program
* Police
* Fire
- Stakeholders
B Affected residents
* Will have a committee
4
$3 Residential public streets
z Eligibility criteria must be met
Overview of Elements
Contained in the . . .
Carlsbad Residential Traffic
Management Program
5
Three-Phase Program
z Phase I -- Neighborhood
E Phase II -- Study
8~ Phase III -- Implementation
Phase I (Neighborhood)
E Follows current process used by staff
&5 Involves police enforcement
Z Involves implementing less restrictive
measures
E Results monitored - communicated to
the resident
6
Phase II (Study)
E Implemented if Phase I not successful
8~ Determine eligibility of street
z Define Project Area of Influence (PAOI)
Phase II
BT! Simple majority must sign a support
petition
E If 50% plus 1 signature signs, then
E Priority ranking and scoring completed
by staff
Phase II
PRIORITY RANKING AND
SCORING PROCESS
E Travel speed E Sidewalks
E Traffic volumes @ School proximity
E Collision history E Pedestrian crossings
Phase II
;$ TSC review priority ranking
$8 TSC recommendation forwarded to
City Council
Z44 City Council approves priority list
B Future funding applied to highest
ranked projects
Phase III (Implementation) B
$2 Staff meets with residents in highest ranked
PA01
GZ Residents form a committee of up to five
individuals, called Neighborhood Traffic
Calming Committee (NTCC)
5~ NTCC meets with staff to develop conceptual
traffic calming plan
% All residents in PA01 kept informed of
progress
Phase III
E Support survey mailed to residents in
PA01 of the conceptual plan
z 67% must approve conceptual plan (of
returned surveys)
9
Phase III
SE If conceptual design approved,
environmental study initiated
8~ Final design is also initiated
S@ Different city departments have input
into the final design
Phase III
8~ Final design replicated with temporary
measures to simulate proposed
conditions
s Test period minimum of three months
Results monitored by staff
10
Phase III
?+g Test results sent to residents in PA01
ZE Final approval survey mailed to
residents in PA01
?E 67% of surveys must indicate acceptance
Phase III
6% Final project discussed at a Traffic
Safety Commission (TSC) meeting
E TSC recommendation forwarded to
City Council
8g Final approval by the City Council
leads to construction
11
Phase III
Z: Project constructed
E Project is monitored by staff
E Annual Report provided to TSC of project
effectiveness
Unique Features of the TMP I
% Traffic Calming Measures Removal
Process
z Update process / procedure to add or
delete new measures or methodology
6 Alternative Traffic Calming Measures
Not Recommended for Use
12
Traffic Calming Toolbox
;g Traffic calming measures include
features not officially approved through
legislative process
SE Commonly referred to as CCTool~” in the
toolbox
13
Carlsbad
Traffic Calming Toolbox
z Appropriate to address traffic concerns
in Carlsbad
XI Acceptable to stakeholders, especially the
Fire Department
&Z Suitable for use in neighborhoods
Education
Police Presence
14
Radar Trailer
Enforcement
Pavement Legends
15
Turn Restrictions II
Special Signs
High Visibility Crosswalks
16
Narrowing Lanes (Striping)
Entry Treatment
_: _-----
7
17
Traffic Circle
d ------
I I I I
I
AL- ------ -91 7: 1
Center Island Narrowing I
/
------
I ;Ir
18
Median Barrier
............................... .............................. ...........................
Mid-Block Choker
........................... ..............................
19
Lateral Shift
Chicane
20
Semi-Diverter
-J ------
7
I?- +- ---
!I-
Partial Diverter
I
I
I
.\ ’
21
Forced Turn Channelization 3
---- Y 7 r
Intersection Bulb-Out
22
Curb Radius Reduction
I I ___-,’ ------ ---._ ‘\
7
_----- /,’
i;
Realigned Intersection
23
Roundabout
Diagonal Diverter
-----_ .
I
I I
I I I
\ I
24
Textured Pavement
Raised Crosswalk
25
Raised Intersection
Cul-de-Sac
\ I::.. ..:,. 2: .A. .:.
Kz ::.. ::_. .A.
f------
26
Street Closure
\L \ \ 1.. \ :::: :::: ------ :::: a-- .A..... ;::: ::i: :..: : I ‘/ I r
Neighborhood Signs
27
City Council Action Q
~1 Adopt Resolution No. 2001439
approving the
Carlsbad Residential Traffic
Management Program
28