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HomeMy WebLinkAbout2020-01-06; Traffic and Mobility Commission; ; SEMI-ANNUAL TRANSPORTATION REPORTItem #5 Meeting Date: Jan. 6, 2020 To: Traffic and Mobility Commission Staff Contact: John Kim, City Traffic Engineer John.kim@carlsbadca.gov, 760-602-2757 Subject: Semiannual Transportation Report Recommended Action Receive a presentation of update on traffic calming projects and the traffic signal program and to adopt Commission comments on presentation. Executive Summary On March 20, 2018, a Minute Motion was proposed by Council Member Michael Schumacher, seconded by Council Member Packard, to ask staff to report back twice per year on the progress of multi-modal transportation initiatives. The Motion carried 4-0-1. Staff made presentations on transportation projects in January and July 2019, and this staff report represents the third semiannual report. In January 2019, the first semiannual transportation report presented the framework of asset management as it relates to transportation. The city’s work as an asset manager includes planning, funding, designing, constructing, maintaining and operating billions of dollars of public infrastructure assets. The scope of this work includes a set of transportation assets related to automobile, bicycle, pedestrian and transit modes of travel along the public right-of- way that facilitate safe and efficient mobility throughout the community. By continuously working on each of these phases of asset management, the city is proactively managing transportation assets throughout the city. This presentation provides an update of two key programs that the Public Works Branch, Transportation Department is working on: traffic calming and the traffic signal program. Discussion For informational purposes, city staff will present an overview of two specific efforts to enhance traffic safety throughout the city including information regarding the use of best practices and standards, implementation of these best practices and standards and an update of the various ongoing activities related to traffic calming and traffic signal projects. Best Practices and Standards The use of best practices and standards enables the city to implement solutions that have been thoroughly vetted and field tested to ensure they are safe and effective. The best practices and standards that provide the foundation for design, maintenance and implementation of transportation project features and various related activities include, but are not limited to, the following: Features and Tools: • Roadway signing, striping and legend installations • Traffic signal systems maintenance • Enhanced pedestrian crossings • Speed feedback signs • Speed cushions • Raised crosswalks • Chicanes • Traffic circles • Roundabouts • Signal operation modifications • Bikeways • Safety lighting • Education • Enforcement Standards and Guidelines • California Manual on Uniform Traffic Control Devices (CA MUTCD) • American Association of State Highway Transportation Officials (AASHTO) Manual • California Vehicle Code (CVC) • California Department of Transportation (Caltrans) Standards and Specifications • Standards Specifications for Public Works Construction (Greenbook) • City of Carlsbad Engineering Standards and Standard Drawings • San Diego Regional Standard Drawings • Highway Capacity Manual (HCM) • International Municipal Signal Association (IMSA) Manuals • United States Department of Transportation (USDOT) Intelligent Transportation Systems (ITS) Strategic Plan • Federal Highway Administration (FHWA) Model Systems Engineering Documents for Adaptive Signal Control Technology (ASCT) Systems • FHWA Automated Traffic Signal Performance Measures (ATSPM) • National Transportation Communications for ITS Protocol (NTCIP) Guidelines • Caltrans Transportation Electrical Equipment Specifications (TEES) • San Diego Region ITS Strategic Plan These types of features/tools and standards are used to implement a variety of project types that help improve safety for all users and all modes of travel. Project types that will be highlighted in this report include: • Traffic calming on residential and non-residential streets • Traffic signal operations, maintenance, and equipment upgrades Traffic Calming on Residential Streets The Carlsbad Residential Traffic Management Program (CRTMP) outlines the strategy and procedures to reduce the negative impacts associated with vehicular traffic by providing traffic calming on residential streets. The program was developed in 2001 and revised in 2011. The CRTMP utilizes three phases to address speeding concerns on residential streets. The purpose of these three phases is to provide a best value, cost-effective approach by incrementally increasing the magnitude/cost of applied solutions as needed to achieve the program’s goals. Phase I is initiated when staff is contacted by a resident or neighborhood to express a concern regarding speeding on their residential street. Transportation Department staff, in close collaboration with the Police Department, utilize engineering, education and enforcement efforts to address the concerns. Phase I focuses on the human element of driver behavior and leverages strategies such as education of the public, police presence and police enforcement to help reduce speeding. The engineering tools available in Phase I include speed limit signs, warning signs, pavement legends and temporary speed feedback signs. Phase I solutions are usually implemented at the staff level and may include work orders for installation of signs and pavement legends. Depending on availability of temporary speed feedback signs and the type of work proposed, Phase I can last between four to six months. If the Phase I solutions do not adequately address the reported issues, Phase II of the CRTMP can be considered. The threshold for Phase II eligibility is a minimum critical speed of 32 miles per hour (MPH), determined by using data collected during Phase I. This threshold was set so that city resources could be most effectively allocated for the highest priority traffic safety needs. The critical speed, otherwise known as the 85th percentile speed, is the speed at which 85% of the drivers drive at or below. The critical speed, as described in the CA MUTCD, represents one standard deviation above the average speed and is used for speed zoning purposes. Phase II utilizes cost-effective physical traffic management devices such as speed cushions, traffic circles, high-visibility crosswalks, narrowing travel lanes with striping, and neighborhood signs. Per the CRTMP, consensus support of the community is required before Phase II measures can be implemented. The first step toward establishing consensus is a neighborhood meeting. Residents and property owners within the project study area are invited to attend a neighborhood meeting organized by staff. At the meeting, staff presents traffic calming strategies and options tailored to their individual street. Input provided by the meeting attendees is used to develop a preferred concept plan for traffic calming. A mail survey is used to quantify neighborhood support for the traffic calming plan developed at the neighborhood meeting. The surveys are sent to all residents and property owners in the project study area. The CRTMP requires that at least 50% of the mailed surveys be returned to constitute a valid survey and that a support rate of 67% or more is required to indicate positive community support for the proposed plan. If these support requirements are satisfied, the proposed traffic calming plan is brought before the Traffic and Mobility Commission for their recommendation and then to City Council for project approval. If City Council approves the traffic calming plan, the project enters the design phase, which will result in a set of construction plans for implementation. It can take 6-12 months to complete the Phase II process. If the Phase II solutions do not adequately address the reported issues, residents can request moving to Phase III of the CRTMP. Phase III utilizes more expensive physical traffic calming devices that change the character or nature of an intersection or roadway and includes traditional traffic calming features such as traffic circles, center island narrowing, curb radius reductions, raised intersections, mid-block chokers, lateral shift in lanes, chicanes, intersection bulb-outs, realigned intersections, forced turn channelization, median barriers and traffic diverters. Eligibility for Phase III is determined using a Phase III Qualification Criteria to be conducted by staff. The criteria consider such factors as travel speeds, traffic volumes, collision history, absence of sidewalks, proximity to schools and presence of marked crosswalks, and utilizes a points assignment system. A minimum score of 51 points is required for candidate streets to be considered for Phase III. Due to the success of Phase II implementation, Phase III has never been initiated in Carlsbad. In 2018, the CRTMP resulted in construction of traffic calming improvements on four streets in Carlsbad as shown in Table 1. Table 1 – 2018 Completed CRTMP Projects Street Before Speed (MPH) Traffic Calming Plan After Speed (MPH) Corintia Street 34 4 speed cushions 29 Daisy Avenue 34 2 speed cushions 29 Cadencia St (Upper) 36 3 speed cushions 30 Harbor Drive 23* 2 speed cushions 22 *Granted exemption into Phase II per Traffic & Mobility Commission Dec. 4, 2017 Evaluation after implementation has indicated that traffic calming has lowered the prevailing speeds on these streets to an acceptable level. There are currently 10 streets in the Phase II process. Table 2 shows the dates of the neighborhood meetings that were held in 2019 and the preferred traffic calming plan that was selected at each meeting. Table 2 – 2019 CRTMP Meeting Schedule Street Critical Speed (mph) Neighborhood Meeting Date Traffic Calming Plan Amargosa Drive 33 April 11, 2019 3–speed cushions, 1-traffic circle, 1-crosswalk Basswood Avenue 33 April 25, 2019 3-speed cushions Hillside Drive 32 May 9, 2019 4-speed cushions, 1 traffic circle Avenida Diestro 33 July 11, 2019 4-speed cushions Estrella De Mar Rd 30* Aug. 1, 2019 5-speed cushions La Golondrina St 34 Aug. 29, 2019 5-speed cushions Avenida Pantera 33 Sept. 12, 2019 4-speed cushions Segovia Way 32 Sept. 26, 2019 7-speed cushions Cadencia Street (lower) 37 Oct. 24, 2019 2-speed cushions Harwich Drive 33 Nov. 14, 2019 4-speed cushions *Granted exemption into Phase II per Traffic and Mobility Commission (formerly Traffic Safety Commission) Dec. 5, 2016 Table 3 shows the results of the neighborhood support survey that was used to gauge community support for each of the neighborhoods. Table 3 – 2019 CRTMP Projects Status Street Survey Results (Return/Support) Traffic and Mobility Commission Comments Amargosa Drive 76%/76% Aug. 5, 2019 Basswood Avenue 46%/NA NA Did not meet support criteria Hillside Drive 79%/81% Aug. 5, 2019 Avenida Diestro 68%/79% Jan. 6, 2020 Estrella De Mar Rd 69%/94% Jan. 6, 2020 La Golondrina St TBD TBD Avenida Pantera TBD TBD Segovia Way TBD TBD Cadencia Street (lower) 70%/100% Jan. 6, 2020 Harwich Drive TBD TBD Staff will continue to guide these neighborhoods through the CRTMP process by bringing the survey results and Traffic and Mobility Commission recommendations to City Council for approval per the CRTMP. Staff is estimating that implementation of traffic calming for these 10 streets will be completed by the end of 2020. Traffic Calming on Non-Residential Streets Staff often receives speeding complaints on non-residential streets. Since the CRTMP is restricted to residential streets with single family homes, other strategies are utilized to address traffic calming on larger streets. The city’s Mobility Element of the General Plan was developed in 2015 to help guide the city toward more livable streets by encouraging multi-modal travel. Traffic calming guidance is provided in the Mobility Element based on the street typologies as shown in Table 4. Table 4 – Traffic Calming Recommendations per Street Typology Street Type Traffic Calming Recommendations Freeway None Arterial Street Vertical traffic calming techniques (such as speed tables, humps, etc.) should NOT be considered Identity Street 1-Vehicle speeds should be managed to promote safe ped and bike movement 2-Traffic calming devices such as curb extensions (bulbouts) or enhanced pedestrian crossings should be considered Village Street 1-Vehicle speeds should be managed to promote safe ped and bike movement 2-Mid-block pedestrian crossings and traffic calming devices should be considered, but only at locations with high pedestrian activity levels or major destinations/attractions Arterial Connector Mid-block pedestrian crossings and traffic calming devices should be considered, but only at locations with high pedestrian activity levels or major destinations/attractions Neighborhood Connector 1-Vehicle speeds should be managed to promote safe ped and bike movement 2-Mid-block pedestrian crossings and traffic calming devices should be considered, but only at locations with high pedestrian activity levels or major destinations/attractions Transit Connector Vehicle speeds should be managed to promote safe ped and bike movement Coastal Street Vehicle speeds shall be managed to support uses along the coast School Street Vehicle speeds shall be managed to promote safe ped and bike movement Industrial Street Traffic calming devices are generally discouraged given the propensity for larger trucks and heavy vehicles in this area Neighborhood Street 1-Vehicle speeds should be managed to promote safe ped and bike movement 2-Traffic calming measures should be considered when supported by the neighborhood or warranted for safety reasons Bike/Ped Pathway None Within ½ Mile of Transit 1-Vehicle speeds should be managed to promote safe ped and bike movement Further guidance can be found in the Goals and Policies section of the Mobility Element, including the following policies: 3-P.15, 3-P.16 and 3P-17. Traffic calming on non-residential streets can be proposed by staff using the recommendations found in the Mobility Element, brought to the Traffic and Mobility Commission for their support, and to City Council for approval. Privately-funded development projects as well as city-funded Capital Improvement Program (CIP) projects can be used to implement traffic calming on non-residential streets. Some examples of traffic calming recently implemented on non-residential streets include the following: • Gateway Road Raised Crosswalk and Rectangular Rapid Flashing Beacon (RRFB) • Gateway Road Chicanes • La Costa Avenue Road Diet • Avenida Encinas Road Diet • Speed feedback signs on various streets • RRFBs at various locations Examples of proposed traffic calming improvements on non-residential streets include the following: • Kelly Drive/Park Drive Traffic Calming • Carlsbad Boulevard In-Pavement Flashing Lights and Curb Extensions • Tamarack Avenue/Valley Street Hybrid Pedestrian Signal and Curb Extensions Traffic calming will continue to be utilized as an effective tool to address concerns about vehicle speeding on both residential and non-residential streets in Carlsbad. Introduction to Traffic Signals Traffic signals were created as an alternative to stop signs, having the advantage of being able to serve two non-conflicting groups of traffic through an intersection at the same time instead of just one. A typical four-legged intersection has eight possible movements: four through and four left-turning movements (the right turn is served at the same time as the through movement). In most cases, only two movements can be served at the same time without conflict. If two out of eight movements (25%) are being served with a green light at any given time, that means that six out of eight movements (75%) are waiting for a green light. A traffic signal sequentially serves each movement and this sequence is called a “cycle.” The time it takes to serve the sequence of movements is called the “cycle length.” A long cycle length is required to avoid the heavy congestion that results from conflicting traffic movements. Traffic signals work best at isolated intersections, or along a corridor with very light side street traffic. The need to serve all eight turning movements during each cycle is one reason why the coordination of multiple traffic signals along a corridor is such a great challenge. As noted above, only 25% of the traffic movements is being served during each cycle, which increases the effort needed to coordinate that single direction along the corridor. Traffic signals can promote mainline traffic flow in one direction by establishing a non-compromising cycle length at every intersection along the corridor. This approach gives the mainline traffic as much green time as possible by stopping the side street traffic for that same amount of time. The long cycle length may be appropriate for recurring traffic, such as the peak morning and evening commute hours, but comes at the expense of side street response. Even longer cycle lengths are needed to promote mainline traffic flows in both directions of travel. Traffic patterns during the morning and evening peak periods are predictable and repeated with a level of consistency that makes time-based coordination of traffic signals possible. The term “off-peak” is used to define the time between the morning and evening peak commutes. Off-peak traffic conditions tend to be more variable and unpredictable than during the peak period and make it difficult to implement time-based coordination. In order to increase the efficiency of traffic signal operations during these off-peak periods, more advanced traffic signal equipment is required. City staff is now equipping our traffic signals with new equipment that allows for “adaptive” signal operations. This new capability uses technology to find a balance between the uncompromising cycle lengths that cause long side street delays when there is no mainline traffic and the variations in cycle lengths that can reduce side street delay without completely disrupting the coordination serving mainline traffic. Traffic Signal Program Carlsbad has developed a robust traffic signal program to maintain our status as a regional leader in transportation. In 2010, staff evaluated the traffic signal equipment at the 179 signalized intersections maintained by the city. As part of proactive asset management, staff determined that most of the primary traffic signal equipment components had reached the expected service life and identified a multi-phase project to bring the system up to industry standards. Staff also envisioned this project as an opportunity to provide the framework needed for “smart technologies” and support Carlsbad’s goal to be a “connected community.” Specifically, the traffic signal equipment installed as part of Phase 1 was compatible with adaptive signal operations and connected/autonomous vehicles. In 2011, City Council approved a $5.9 million Capital Improvement Program (CIP) project to upgrade traffic signal equipment. This was considered Phase 1 of the project and was completed on schedule and under budget, saving the city $1.7 million. The success of Phase 1 of the project was largely attributable to the “design-build” approach and innovative use of master purchase agreements to procure equipment at best value. In 2018, City Council added $2 million of the funds remaining after Phase 1 to define Phase 2 of the project that was funded a total of $3.7 million to implement adaptive traffic signal operations. Traffic Signal Project: Phase 1 (mid-2011 to mid-2018) Phase 1 of the project increased reliability and improved traffic flow by upgrading the basic signal equipment to current industry standards. Phase 1 also included traffic signal modifications, or transportation system management (TSM) measures, that improved traffic flow through specific intersections (e.g., right-turn overlaps and trap lanes). At the completion of Phase 1 the following milestones were achieved: • Constructed the Traffic Management Center (TMC) • Implemented a wireless communications network linking 170 signals to the TMC • Upgraded vehicle detection (camera) equipment • Upgraded battery back-up systems • Upgraded emergency vehicle signal preemption equipment • Installed an automated traffic monitoring system • Upgraded traffic signal cabinets at critical intersections • Re-timed peak hour traffic signal plans on major corridors • Constructed miscellaneous TSM projects (e.g., right-turn overlap on El Camino Real at La Costa Avenue, right-turn overlap on Palomar Airport Road at College Boulevard, trap lane on Melrose Drive at Palomar Airport Road, trap lane on College Boulevard at Palomar Airport Road) Phase 1 improved reliability by upgrading the aging traffic signal infrastructure. This project benefitted our community by improving traffic operations in terms of fewer equipment malfunctions (e.g., signals on flash) and better system performance. Staff can now address traffic signal maintenance issues proactively from the TMC eliminating the need for community members to contact the city. Carlsbad participated in a 2012 survey of public agencies conducted by the National Transportation Operations Coalition (NTOC). This survey is the basis of a report titled National Traffic Signal Report Card that reflects the state of traffic signal management and operations across the nation. The national results indicated the following grades: “D+” for all agencies; “C” for agencies managing over 150 signals. Table 5 indicates that prior to Phase 1, the City of Carlsbad was well below the national average for cities its size. The grade jumped to “B-” primarily from improvements made as part of Phase 1. Staff will continue to use this report card to monitor the progress of the traffic signal program. Table 5 – City of Carlsbad Traffic Signal Report Card Category Before Phase 1 After Phase 1 Management C- B Traffic signal operations: isolated locations D+ B+ Traffic signal operations: coordinated corridors F C- Signal timing practices C- B+ Traffic monitoring and data collection C- C+ Maintenance practices D B+ OVERALL GRADE D+ B- As noted in Table 5, the city received a grade of “F” for traffic signal operations along coordinated corridors prior to Phase 1. Traffic signal coordination prior to Phase 1 depended on individual clocks being synchronized at each intersection. This grade improved to “C-” at the completion of Phase 1 and reflects significant improvements in peak hour traffic flow after the intersections were synchronized to the same clock in the TMC. Table 6 summarizes this improved traffic flow along El Camino Real (Palomar Airport Road to Encinitas city limits) and Palomar Airport Road (Interstate 5 to Melrose Drive) during the peak commute hours. Phase 1 did not address issues related to off-peak hours which is the primary reason for the “C-” grade in Table 5 after the completion of Phase 1. Phase 2 of the project was designed to address off-peak (midday) traffic operations and is discussed in the following section. Table 6 – Phase 1 Improvements to Travel Times Along Major Corridors Corridor Time of Day Travel Time (min) Improved Travel Time Before After Time Reduced (Min) Percent Reduced El Camino Real (south) Morning 8.7 5.2 3.5 40% El Camino Real (south) Afternoon 7.4 4.6 2.8 38% Palomar Airport Road Morning 8.1 6.1 2.0 25% Palomar Airport Road Afternoon 9.7 6.2 3.5 36% Traffic Signal Project: Phase 2 (mid-2018 to present) Phase 2 of the traffic signal CIP project builds upon the framework and equipment improvements achieved in Phase 1. New equipment installed at the traffic signal controllers allows traffic signal operations that adapt to inconsistent traffic flows typical of the off-peak conditions. These equipment upgrades were not included in Part 1 because adaptive signal operations technology had not yet reached a point where staff was confident in expected outcomes. Staff is using the term “adaptive” to cover all technologies that improve traffic flow under fluctuating traffic. Phase 2 has the following objectives: • Add new stations to the traffic monitoring system • Conduct a “proof of concept” project to evaluate adaptive operations and set expectations • Upgrade the Advanced Traffic Management System (ATMS) located in the TMC • Upgrade and configure existing vehicle detection equipment to enhance vehicle counting capabilities needed for adaptive operations • Upgrade the traffic signal controllers at each intersection in the city to be compatible with the new ATMS • Conduct a “pilot project” along Rancho Santa Fe Road to evaluate adaptive operations and establish protocols for future work • Implement adaptive signal operations along the city’s primary corridors The proof of concept project was conducted by installing test equipment along Aviara Parkway, Cannon Road and El Camino Real. The results showed that the existing product line was promising along minor corridors, but a more stable operating system was needed along our main corridors. Staff used these results to establish a bid package for the adaptive signal equipment that emphasized the need to procure an off-the-shelf system that minimized the need for staff to integrate equipment from different vendors. Staff also determined that a high value would be placed on the system’s capability to produce efficient reports and graphics. At the time this report was prepared, the upgraded ATMS was in place and 100 of the 179 traffic signals have new controllers installed. The remaining 79 intersections are expected to be upgraded by spring 2020. A successful pilot project was completed this fall along Rancho Santa Fe Road, and staff is preparing a before/after analysis expected to streamline upcoming work. El Camino Real south of Palomar Airport Road is the next corridor scheduled to be upgraded to adaptive operations by early summer 2020. The following corridors are expected to be upgraded to adaptive operations by late summer 2020: • El Camino Real north of Palomar Airport Road • Palomar Airport Road west of El Camino Real • Palomar Airport Road west of El Camino Real • Cannon Road between Interstate 5 and Faraday Avenue • Aviara Parkway between Palomar Airport Road and El Camino Real The Future of Traffic Signals in Carlsbad Phase 1 and 2 of the Traffic Signal Program have established a sound foundation for a high performing traffic signal management system that will be an integral part of connected communities of the future. The traffic signal equipment installed as part of Phase 2 can communicate with the software commonly used in connected and autonomous vehicles. Features such as displaying the time remaining before the signal light turns green and alerts when driving past cyclists traveling in adjacent bike lanes may soon be available. The city has funded a separate CIP project to upgrade speed feedback signs and RRFBs in school zones. With the upgraded equipment, traffic data can be transmitted to the TMC and drivers will soon be able to receive messages on their cell phone with alarms to slow down when exceeding the posted speed limit. Data can be shared with our Police Department to allow for focused enforcement when there are concerns of vehicle speeding. Next Steps This is the third semiannual transportation report and will be presented to the City Council on Jan. 28, 2020. Future transportation reports can begin to drill down into the work related to a specific mode of travel and/or a phase of the asset management concept. The next semiannual transportation report is expected to be in summer 2020. 1 Traffic and Mobility Commission, Commissioner Correspondence From: Commissioner Steve Linke Meeting Date: January 6, 2020 Subject: Item #5 - Semi-Annual Transportation Report Traffic Calming Recommendations Memorandum At our 12/2/2019 commission meeting, I was tasked with drafting a memorandum to the City Council with our recommendations on traffic calming programs in response to a request from the City Council. The draft is attached. I recommend that we incorporate the commission and staff’s desired revisions, and then vote to forward it to the City Council as part of the semi-annual report on 1/28/2020, coincident with staff’s traffic calming presentation. Commission’s Semi-Annual Report At their 8/20/2019 meeting, the City Council established that our commission should provide its own reports to the City Council coincident with staff's semi-annual reports. Further, Section 2.15.020 of the Carlsbad Municipal Code (CMC), and our communications plan derived from it, both state that our commission shall provide to the City Council an annual work plan, plus periodic status reports. Accordingly, I propose that we consider the following ideas, and any other ideas proposed by the Commission, for presentation to the City Council coincident with staff’s semi-annual report at the 1/28/2020 Council meeting: 1. As we begin addressing work plan items of business, they should largely be action items (rather than information-only presentations) for referral to the City Council—particularly those that involve document/program-type reviews. 2. Ideally, the Commission will be provided a rough timeline—or at least a planned sequence—of the items to be considered, so that we can be prepared to address them. 3. The Commission should be given sufficient time to review, and the opportunity to provide meaningful suggestions and other input on relevant portions of, such items. 4. When the Commission wishes to provide recommendations or express concerns to the City Council that are separate from staff’s, they should be relayed on an equal footing. Staff’s Semi-Annual Transportation Report I would appreciate staff reviewing and providing feedback on the following: Traffic calming addition: In Table 4 of the Staff Report, I would recommend adding the following “Traffic Calming Recommendation” under the “Arterial” street type: “Special considerations can be considered on arterials within proximity to schools to enhance Safe Routes to Schools for pedestrians and bicyclists.” For reference, see the General Plan Mobility Element street typology tables and policy 3- P.27. 2 Traffic Signal Program comments/questions The two lowest current grades on the National Traffic Signal Report Card are for “Traffic signal operations: coordinated corridors” (C-) and “Traffic monitoring and data collection” (C+). Phase 2 adaptive signal operations projects are intended to improve off-peak traffic flow to help address the “Traffic signal operations” grade. With regard to the “Traffic monitoring and data collection” grade, the following are examples of potential areas of improvement (based on online documentation of the report card program): • Establish a formal data quality assessment program with periodic reports. • Regularly collect arterial travel time, average delay, number of stops, or other performance- based data. • Regularly identify and report data trends over time. • Cross-tabulate traffic monitoring data with other data, such as crash data. • Use data to determine whether further studies or system changes/modifications should be done. • Archive the data in an easily accessible format for decision-makers and the public. Are there any initiatives planned to address the above? Would grade improvements on the Report Card be expected to have any direct impact on Carlsbad vehicle LOS grades, which are based on mid-block vehicle counts? Travel Time Analysis (Table 6) • What was the methodology for the travel time analysis (i.e., number of replicate trips per day, number of different days analyzed, statistical approaches to determine significance, etc.)? • Were both the morning and afternoon results for Palomar Airport Road done in the eastbound direction only? Should travel time analysis be added to Carlsbad’s routine annual monitoring for major corridors as a more direct measure of performance than traffic counts? • Although Carlsbad has stopped its annual vehicle LOS monitoring of Carlsbad Boulevard (based on its re-prioritization to non-vehicle modes of travel), I believe that travel time analysis is being required by the California Coastal Commission. Would the addition of intersection-based delay/LOS assessment (either manual or automated) for congested intersections (e.g., “D” or worse) to our annual monitoring program be useful to the traffic signal program?