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HomeMy WebLinkAbout2009-12-07; Traffic Safety Commission; MinutesMINUTES MEETING OF: DATE OF MEETING: TIME OF MEETING: PLACE OF MEETING: TRAFFIC SAFETY COMMISSION December 7,2009 (Regular Meeting) 3:00 p.m. City Council Chambers CALL TO ORDER: Chair Gumming called the Meeting to order at 3:00 p.m. ROLL CALL: Present: Absent: Staff Members Present: Chair Jack Gumming Vice-Chair Guy Roney Commissioner Jairo Valderrama Commissioner Steve Gallagher Commissioner Gordon Cress Robert Johnson, City Engineer Doug Bilse, Traffic Signal Systems Engineer Jim Murray, Associate Engineer, Transportation Division Lt. Don Rawson, Carlsbad Police Department Jim Weigand, Fire Marshal, Fire Department Chris Heiser, Fire Division Chief, Fire Department Dominic Fieri, Fire Prevention Specialist, Fire Department APPROVAL OF MINUTES: November 2,2009 ACTION: VOTE: AYES: NOES: ABSTAIN: Motion by Vice-Chair Roney, and duly seconded by Commissioner Valderrama, to approve the minutes of the regular meeting held on November 2, 2009, as presented. 4-0-0 Gumming, Roney, Valderrama, Gallagher None None ITEM 4 - ORAL COMMUNICATIONS: None. December 7, 2009 Traffic Safety Commission Meeting Page 2 ITEM 5 - PREVIOUS BUSINESS: Chair Gumming presented to Lt. Don Rawson, Carlsbad Police Department, a Resolution of Commendation for his service to the City and the Traffic Safety Commission before his retirement in September 2009. The entire Commission offered their sincere congratulations and appreciation for his years of service. Lt. Rawson thanked the City and Commission and graciously accepted the Resolution of Commendation. Robert Johnson, City Engineer, reported there were no items to report. ITEM 6 - NEW BUSINESS: ITEM 6A: Approve proposed revisions to the Carlsbad Residential Traffic Management Program. Mr. Johnson stated this was the third month in a row that the Commission has been presented with information regarding the Carlsbad Residential Traffic Management Program (CRTMP). In October 2009, staff presented an overview of the current program with a preview of some changes that were being contemplated, hi November 2009 staff presented more details of the proposed changes. The Commission was not asked to make a recommendation. The Traffic Safety Coordinating Committee (TSCC), a staff committee, met in November and they made their recommendations. Those recommendations are the proposed revisions to the CRTMP being presented today. Doug Bilse, Traffic Signal Systems Engineer, will provide today's staff report. In addition, Fire Chief Chris Heiser and Fire Marshal Jim Weigand of the Fire Department, as well as Lt. Rawson of the Police Department, are in attendance and available to discuss the various traffic calming measures and to answer any questions the Commission may have. Mr. Bilse indicated today's third presentation would tie everything together that has been presented to the Commission to date. He presented a summary of the major changes to the CRTMP. 1. The new program will have four phases, including a new Phase II that includes cost-effective measures. The four phases are named: Phase I - Education and Enforcement; Phase II - Engineering; Phase III - Traffic Calming Plan; and Phase IV - Traffic Calming Design/Construction. 2. There will be clear criteria for each program phase, including one to establish when a street is eligible for the CRTMP. Criteria to enter Phase I is the roadway width must not exceed 40 feet as measured "face of curb-to-face of curb." hi addition, the roadway section must meet the definition of a residence district as defined by the California Vehicle Code or be located in a designated school zone. Exemptions will be allowed on a case-by-case basis as determined by the City Engineer. Criteria to enter Phase II is that Phase I is completed and the 85th percentile speed must be 32 miles per hour or greater. The Phase II concept plan December 7, 2009 Traffic Safety Commission Meeting Page 3 must be approved by 67% of the residents (50% response rate) before Phase II traffic measures can be implemented. Criteria to enter Phase III and IV is that Phase II is completed. A petition must be signed by a majority of the residents to request a Phase III traffic calming plan. The qualification criteria scoring worksheet score must exceed 50 points based on traffic data collected after the Phase II measures have been installed. City Council must approve funding towards the development of the traffic calrning plan and then for design and construction for Phase IV. The Phase III traffic calming plan must be approved by 67% of property owners (50% response rate) before traffic calming measures are designed and constructed. 3. A point system will be used to establish a funding threshold for entering Phase III. The Phase III qualification criteria scoring worksheet will include: (1) Travel Speed (30 points max) - 10 points for each mile per hour the 85th percentile speed is over 32 miles per hour; (2) Traffic Volume (40 points max) - ADT divided by 100 or peak hour volume divided by 10; (3) Collision History (5 points for any correctable collision in past 5 years); (4) Sidewalks (10 points max) - no sidewalk or pedestrian pathways exist on either side of the street =10 points; no sidewalk or pedestrian pathways exist along at least one side of the street = 5 points; (5) School Proximity (5 points 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 (10 points 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. A minimum score of 51 points is required to qualify for Phase III. 4. The recommended spacing of traffic calming measures is 300 to 700 feet with ideal spacing of 500 feet. Residential streets are ideally designed to a residential neighborhood scale. An effective roadway length achieves vehicle speeds and traffic volumes consistent with typical neighborhood uses, restricts effective roadway length so that a driver comes to a complete stop or makes a significant turning movement every 500-700 feet, and have speeding issues typical along uncontrolled tangent roadway sections exceeding 700 feet. The CRTMP recommends installing traffic calming measures at about 500 foot spacing. 5. Phase II will allow residential stop signs. The advantages to residential stop signs are they are a cost-effective way to limit effective roadway length to 500 feet, and there is minimal impact to emergency response times. The disadvantages to residential stop signs are some drivers may ignore stop signs that do not establish right-of-way or address sight distance issues, hi addition, stop signs are not a self-enforcing measure, they tend to penalize drivers adhering to speed limits, may only reduce vehicle speed within about 150 feet of a stop sign, and may increase noise and air pollution resulting from vehicle acceleration. 6. Phase II will allow speed tables with consideration for impacts to emergency response times. Speed tables are essentially flat-topped speed humps long enough for a passenger car to rest on top. They are similar in design and concept to raised crosswalks allowed in the current CRTMP. They generally have higher design speeds and produce a gentler ride than speed humps. There is a trend towards speed tables over speed humps. Speed tables are self enforcing and penalize drivers adhering to speed limits. Other Phase II measures must be considered first. The Police Department and Fire Department staff will have final approval of speed table locations and spacing. December 7, 2009 Traffic Safety Commission Meeting Page 4 7. Phase III will include speed lumps as the least desirable alternative due to impact to emergency response times. Speed lumps reduce impact to emergency response times of large fire apparatus by providing gaps corresponding to the distance between front and rear wheels. It results in an abrupt ride for ambulances. The use of speed lumps will require special approval of both the Fire Department and Police Department. Speed humps require all emergency response vehicles to stop virtually before traversing each measure. Speed humps will continue to be prohibited in the CRTMP. DISCUSSION: Chan- Gumming asked the Fire Department representative to comment on speed lumps and the impact to emergency response times. Fire Marshal Weigand stated that any traffic calming measure installed affects then- vehicles. They try to look at it from the point of view of affecting safety for then- responders and affecting in particular safety and comfort for the citizens in medical response. Speed tables provide a constant and gradual rise, a flat top, and a gradual down. It is more acceptable to the Fire Department to use speed tables than speed lumps. The reason for that is speed lumps can be placed easily for the engine company, but if you make speed lumps narrow enough so that they work for ambulances also, the only people who will be stopping are those people in Smart cars and a Prius with really narrow wheelbases because everybody else will be able to access those same patterns. Of course, this is not the intent of what they are here to do. They are here to calm traffic on the streets. The Fire Department concern with speed lumps and the ambulances is patient comfort and safety for their fire fighters. If they are doing cardio-pulmonary resuscitation in the ambulance and hit the speed lump and are not seat-belted in, they may be flying around and are going to get hurt. If they are trying to start an IV on a citizen and they happen to hit a speed lump at the tune when the paramedic is trying to start the IV, it presents risks to the responders and to the patients. Therefore, any one of these traffic calming measures are somewhat problematic but can work as long as other measures are tried before. If there is still a problem, the Fire Department can work with the engineering staff to try and find strategic places where they can place speed tables to try and take care of the problem. Speed tables reduce their response time a little less and it provides better patient care. Commissioner Gallagher indicated you start the process with the residents and they can make the request for a traffic calming plan, and you get ahead of everything in the sense that you start the residents down a particular path, but then ultimately after they have gone through that process of getting or starting a traffic calming plan, somewhere along the line the property owners can come in and overrule what the residents requested. Did he understand that is how it may work? In other words, you start out with the residents, who may not be property owners; they start the ball rolling December 7, 2009 Traffic Safety Commission Meeting Page 5 for a traffic calming plan; then after you've got them moving on that, down the road that plan has to be approved by 67% of the property owners who may not have been involve in the first place. Mr. Bilse stated this was one of the discussions that the TSCC had. He indicated Commissioner Gallagher was correct that the process is started by the residents, and that it is always easier to go down the street with people that live there and build consensus. What staff is trying to avoid is that they don't want to pick on a property owner that may be an absentee property owner who gets a vote in this process. The voting is somewhat limiting to approve a plan that may have impact to the property. Mr. Johnson indicated that at the TSCC meeting, there was discussion that most of the residents on a street are going to be owner-occupied dwellings. Staff really did not think that it would be skewed so much by changing the criteria as Commissioner Gallagher brought up. For the most part, the residents will be the owners, and staff didn't believe the numbers would be great enough to really affect the vote. Regarding stop signs, Mr. Bilse stated a lot of the negatives about stop signs that don't meet the MUTCD guidelines or they are unwarranted stop signs is that they may surprise the driver. They come out of the ordinary. You are surprised that all of a sudden you have to stop, when you look at a whole street as a series and you have either speed tables or stop signs equally spaced, maybe the first stop sign is a little out of the ordinary, but when you look closely it creates a pattern. As we've seen on Levante Street, by putting them in drivers aren't surprised when they see one and then the next one is evenly spaced. It is going to be critical to introduce the first stop sign in a very attractive way and catch the driver's attention so that a lot of the "surprised" stops that create a lot of the negative impact of it won't happen. When you look at a collector road that has a higher volume and a higher speed, they can't just start those cars at a high speed and then abruptly have a stop sign. Staff will look back to where it starts to be controlled and try to get the pattern going earlier. Mr. Johnson stated it was very important to recognize staff is talking about a residence district street not a street in a residential area. There are very specific criteria per the vehicle code that defines what street qualifies as a residence district. One criterion is the width. It cannot be more than 40 feet wide, and then it has to do with the number of homes on either one or both sides of the street. A collector road typically has the spacing of homes that would not meet the residence district criteria. So we are talking about the typical residential street that people think of as residence district, but the vehicle code will indicate 13 feet on one side of the street and 16 feet on both sides within a one- quarter mile distance or any ratio thereof. When staff looks at what a residence district is, they have to go out and physically count homes, measure the street, and make that determination. If it doesn't meet the determination for a residence district, even though it is a residential area, then they are not talking about this particular program. The residence district or school zone is a very key component in what we are talking about. Mr. Bilse added the number one criterion is a maximum 40 foot width. Either way, whether you're in a school zone or a residence district, you still have to have a 40 foot wide curb-to-curb or less. So, December 7, 2009 Traffic Safety Commission Meeting Page 6 no multi-lane roads. The concept is of a narrow road, one lane in each direction in a school zone or a residence district. Mr. Johnson interjected that a good example of a collector road is Tamarack Avenue west of El Camino Real from Skyline Road down to the freeway. It is a collector road designated in the Circulation Element. There are homes on both sides of the street. People think of it as a residential area, but it is not a residence district. It is too wide of a road curb to curb, so it would not meet the criteria for a residence district, hence a 30 mile per hour speed limit posting, in accordance with results of the Engineering and Traffic Survey. Mr. Bilse indicated that if staff found a collector road that didn't quite meet the definition, there are exemptions, but that is the kind of a place where staff would say you can come into the program, but they aren't interested hi stop signs in certain cases. So in a residence district or a school zone, they can put a series of stop signs and speed tables and striping alternatives and try to do this at low cost, and if that doesn't work, then they can go to Phase III. But when you look at collector roads in residential areas but not hi the residence districts, that is where they have a little bit of latitude hi that they might get them into the program, yet not allow residential stop signs. Commissioner Gallagher asked if skate boarders are deterred by speed lumps. Mr. Bilse stated skate boarding issues hi regards to speed lumps have not come across his desk. Speed lumps are designed to be safe at the posted speed limit, but he didn't see any negative reports or impacts on bikes or skateboarders. He could see how skateboarders would like to use speed lumps, as they do most such things in the city. There has been no research on the issue. Commissioner Gallagher stated he would hate to be the resident right across the street from the speed lump if skateboarders found it very attractive. Mr. Bilse felt speed lumps would not impact parking, so there would be no need to paint red curbs in front of them. It would be signed appropriately. However, speed lumps would change the character of an entire length of a street. Vice-Chair Roney commented that Mr. Bilse did a great job of taking the information from the Commission's input last month and developed an acceptable process. Commissioner Gallagher concurred. He felt staff should be commended for all the work they have accomplished in such a short period of time. This is not an easy document, and to get all of this information to the Commission before today's meeting is very commendable and outstanding. It appears that when the Commission met last month, at that time they talked about including speed tables and speed lumps in the toolbox for Phase II. Obviously, that has changed as a result of other input from other City agencies. Was there a lot of discussion by staff about the speed lumps going from Phase II to Phase III at the TSCC meeting? December 7, 2009 Traffic Safety Commission Meeting Page 7 Mr. Bilse indicated there was quite a bit of reluctance to do that. Different staff have a different perspective; they are police, fire, and liability. What got staff to this point is realizing that traffic calming is not perfect and it is not engineering and planning butting heads. Everybody had to compromise, and he respects the fire and police realizing that their main purpose in their interaction with the citizens is to provide the fastest, safest emergency response they can. But they started realizing that the perceived issue of children and pedestrians at risk and safety, it somewhat mitigated concerns, but still he respects their ability to include speed lumps into the document. It is a traffic calming measure of last resort. That is basically where the discussions went. Commissioner Gallagher appreciated Fire Marshal Weigand's input. He enlightened him on some of the issues that they deal with when they respond to an emergency. He has driven Donna Drive numerous times, and he noticed there are several dips on the street. How does that impact emergency vehicles? You have this issue with speed lumps and speed tables as far as responding to an emergency, but how does a roadway dip section which also affects how their vehicle is going through that street affect them? Fire Marshal Weigand stated dips slow emergency responders down, but they are necessary for the removal of surface water from the road. If they don't remove water from the hillsides and streets, then they wind up with a greater problem. The Fire Department concern is adding additional obstructions, additional delays for them. Quite honestly, the dips don't delay them nearly as much as speed humps or speed lumps would potentially do. In the compromise that took place, Fire Department staff continued to take speed humps off the table. They are not effective. Speed lumps were continued as a Phase III option because there are so many other things that have worked in other jurisdictions, and they have found that between use of striping and stop signs that takes care of most of the problems. The speed tables as a Phase II option gave them the opportunity to take a look at one other thing that they might be able to toss in an area where it is just not working. It would have minimum impact on the Fire Department, would provide safety for the citizens, would provide comfort for anybody that was being transported, and safety for the firefighters that might be working on that person, because it is a less obstructive method. It is used in Europe widely. You come up on speed tables and you really don't have to reduce your speed. It's probably one of the greatest secrets around. But it just looks like such a massive obstruction in front of you that you do want to reduce your speed. That is what they are looking for, something that will allow the Fire Department to gently take that rise, cover the distance, take the drop down, and provide the safety they are looking for. The inclusion of speed lumps in Phase III is the same sort of thing. If all the other Phase III measures don't work, then they can take a look at maybe a speed lump situation if they have to before they move to the more expensive measures. That's where they are trying to go in the compromise. It was an excellent process and they appreciated the opportunity to participate. Commissioner Gallagher felt it was a pretty good compromise. He felt the Commission was trying to help staff last month by giving the Fire Department all the tools they thought they might use in Phase II, but after listening to Fire Marshal Weigand's explanation today, he felt it made more sense to keep the speed tables hi Phase II, but move the speed lumps if you ever need them, onto Phase III. He felt it was a good move. December 7, 2009 Traffic Safety Commission Meeting Page 8 Mr. Bilse reiterated there were many internal discussions. This was a pivotal point - residential stop signs and the speed lumps, and where they would be located. He mentioned that a great deal of the work by staff on this issue was done by Jim Murray and John Kim in the Engineering Department and they deserve a lot of the credit. Chair Gumming asked what the elevation of a speed table was. Mr. Bilse stated it was typically less than 4 inches high, definitely more than 3 inches. Chair Gumming asked if the engineer had a choice of how high they would make the speed table. Mr. Bilse stated these prefabricated speed tables are set, but as Fire Marshal Weigand stated, there are some design concepts that are used hi Europe that might be more of a gentle ramp. It is a visual impediment that you see and you are just going to hit your brakes. Once you get that effectiveness and get the driver's attention, you want the driver to interact with the road again and not just drive haphazardly. The speed table doesn't have to be as sharp as a speed hump or speed lump. Public Testimony Chair Cumming called for Public Testimony. Cathy Miller, 3455 Ann Drive, Carlsbad, of the Donna Drive Traffic Calming Committee, thanked the Engineering Department and the Commission for their hard work that led to the proposed revisions of the CRTMP that is so needed. The most important issue for her is to get the proposed revisions approved. She strongly hopes the Commission finds the proposed revisions acceptable and that they recommend the City Council approve it. However, the proposed revisions are not completely satisfactory, even if the need for the proposed revisions over-shadows the dissatisfactions they have. They have a problem with stop signs, because there are going to be times when there is going to be a very long stretch (in their case 900 feet on Donna Drive and 1,200 feet on Sierra Morena) where there cannot be any stop signs because there are no intersections. So the use of a stop sign is impossible as a solution. The committee was praying for the speed lumps. They understand the problems from the recent fire, but they were really hoping they would turn up in Phase II, and they are sorry to see them go. Regarding striping, Ms. Miller asked if it is illegal to drive over them. If so, they are going to need enforcement in order to make them effective. Otherwise, there are going to be people who drive the streets who are going to ignore them when they see there is no enforcement of the striping. How much trial time is there going to be? If they try the stop signs and then the striping, how much time for a trial period is there before they can move on to the speed table? In the staff report, she didn't see any mention about the PAOI which was mentioned in the last staff report. In their experience on Donna Drive, it is a very tricky thing to drive a PAOI. They have problems with it. It is very important to carefully word the verbiage of how a PAOI is assessed and established and needs lots of December 7, 2009 Traffic Safety Commission Meeting Page 9 flexibility because she thinks as many traffic calming problems as there are, there are many different PAOFs to be established. This particular revision took so much time and energy and money, it would be wonderful if there was a provision for possibly every five years to have the Traffic Management Plan revised or capable of being revised without such a huge undertaking to be done. It's something that could be looked at and decided what other devices are available, what's come up, so that it is something that is actually written into the project so that you wouldn't have to go through this lengthy process again. Chair Gumming mentioned that there is tremendous good will between the technical staff, the traffic department, and the citizenry in that they are willing to work together and try to get to the shared goal. Joan Flanagan, 3331 Donna Drive, Carlsbad, of the Donna Drive Traffic Calming committee, agreed that staff has done a wonderful job on trying to put this together and working together with police and fire. She also doesn't want the response time lowered, but she is very concerned about the speeders. None of them care how many cars go down there street; they just want them to drive at a reasonable speed. She felt the speed tables are a very good visual alternative that won't impair things. Basically, she thinks this has been a good, well thought out program and they should move forward with it. She would recommend as part of the Donna Drive committee also that the Commission approve these revisions and move it to the City Council. Regarding skateboarders, Ms. Flanagan stated she was a junior high and high school teacher and in her experience with teenagers and skateboards, those speed tables aren't big enough to cause a problem. They're rubber - they aren't hard enough. The best things skateboarders like are the steps going down to Village G and H at Valley Middle School. You can open any skateboard magazine and there are skateboarders coming down steps with a sign posted saying you aren't supposed to be here, but it's the weekend. They want something that's a challenge. You could put that little speed table in front of her house and it wouldn't bother her at all. Right now, the skateboards that come down her street - they've installed a circle driveway to get their grandchildren off the street, so their children can unload the grandchildren without being hit. The skateboarders come down the street and when the speeders come, they come up by the curb to her driveway, circle through the driveway, and go back down on the street and it doesn't bother her at all because she doesn't want to see them get hit. And it doesn't make a tremendous amount of noise either. The 900 foot stretch on Donna Drive is a real problem because they don't fit into the category - it's almost twice the length of where you can put stop signs. There is no place to put a stop sign there. The alternatives that staff has come up with are wonderful. How long do they have to have the striping and stop signs before they can move on to try a speed table? She hopes the Commission approves the revisions to the plan. Seeing no others wishing to testify, Chair Gumming closed Public Testimony. December 7, 2009 Traffic Safety Commission Meeting Page 10 DISCUSSION: Vice-Chair Roney commented that the public wanted to know that once the process is in place, when will this be updated again? On an annual basis, 5 years, or what? Mr. Bilse stated he was assuming it was going to take a while. There are two programs now that they will probably learn a lot from. Since staff is trying new things in Phase II - and speed tables are in Phase II, so the residents won't have to wait to apply them every 500 feet. They are going to work together with fire and police and say okay, if it isn't a table, it's going to be something else. They will probably look at this every couple of years and be open to revisions and he didn't feel it would be such a huge effort as this. Chair Gumming stated the speed table is to be a lower priority because it is an impediment, and if there is an alternative, we'd use the alternative before they would go to an impediment. Would it be appropriate to put this matter on a future agenda as a report to the Traffic Safety Commission every six months on how the experience is flowing, just an informational report? Mr. Bilse didn't know if anything can happen in six months tune, but they can have an annual review. If the revisions are approved, the Commission will not be brought the residential stop signs. If the streets meet these criteria, it is not a safety issue, it is a traffic calming issue, and staff will go ahead with that. Staff can make periodic updates on what is implemented and soon thereafter how effective they were. Chair Gumming indicated that would be very helpful. Mr. Bilse pointed out the public had mentioned the PAOI and asked if the Commission wanted to address this? Chair Gumming stated laying out territories for any kind of activity, whether it is a congressional district or municipal boundaries or whatever, is both a judgmental and political animal of a different kind. That is why he previously spoke about the good will that they had between staff and the citizenry that they are trying to facilitate giving them the right balance that creates the safest possible city with the least inconvenience to the public. It's a judgment of who is affected and whose interests are involved in deciding that. Regarding striping and enforcement, that is an engineering judgment. He thought they were relying on the good will of the engineers to come back to that. Mr. Johnson stated traffic calming is an art and a science, a blend, and engineering judgment that is a very big part of traffic calming. That is why the engineers get together with the police department. The police do not want something built into the street system that causes them more work. Any time a traffic calming program is looked at, the end result is to have something that meets the expectations of the residents to slow traffic or to reduce volumes, minimize calls to the police department, and certainly to minimize complaints to the engineering department about speeding. Traffic calming programs take a lot of work with the residents to achieve that balance that everyone December 7, 2009 Traffic Safety Commission Meeting Page 11 can live with. The program we have in place now was a very good program and the revisions we are talking about today further enhance that program. If changes we are talking about today don't work or they need to be revised or refined, then the process allows for those changes to come back to the Commission. To have a set time is probably not appropriate, because they really don't know where they are at in the program. It took about eight years to get to this point from when the City Council first approved the program. It may take the same or less time for updates. Commissioner Gallagher indicated he did not want to prejudge what the engineers are going to do with striping, but in his experience in working with the county a number of years ago, just putting hi striping really wasn't all that effective because what they are striving to do to is guide motorists. If the motorist isn't deterred from following those guidelines on the striping, it didn't work for them. After the Commission takes their action, does this proposed revised plan go to the City Council next month? Mr. Johnson explained staff will give a written report to the City Manager and she will strategize and determine when it is scheduled for consideration by the City Council. Commissioner Gallagher said the reason he asked that question is that making the assumption that early next year this revised program goes before the City Council and it is approved and includes the new Phase II, the public in attendance today who are wanting to get something done on then- street after waiting a number of years, is it reasonable to think that staff could implement some of the Phase II, depending on what staff thinks is appropriate for Donna Drive, proceed with some of the stop signs? Chair Gumming stated the Commission now has the authority to approve or disapprove the proposed revisions to the Carlsbad Residential Traffic Management Program. That is probably where their authority begins and ends. They need to rely on the good will of the City to meet the needs of its citizens to move things along as expeditiously as possible. If the citizens feel that things are not, then they come back and let us know. His experience so far is that they are not usually reticent to do that. He'd rather let it follow its normal course. ACTION: Motion by Vice-Chair Roney, and duly seconded by Commissioner Valderrama, to approve the proposed revisions to the Carlsbad Residential Traffic Management Program as indicated in the staff report. VOTE: 4-0-0 AYES: Gumming, Roney, Valderrama, Gallagher NOES: None ABSTAIN: None December 7,2009 Traffic Safety Commission Meeting Page 12 ITEM 7: REPORT FROM TRAFFIC SAFETY COMMISSIONERS Vice-Chair Roney wished everyone a happy holiday. Everyone responded with same good wishes. ITEM 8: REPORT FROM TRAFFIC ENGINEER Mr. Johnson also wished the Commissioners and Minutes Clerk happy holidays and a safe and joyous season. The next regularly scheduled Traffic Safety Commission meeting is tentatively scheduled to be held on January 4,2010 at 3:00 p.m. in the City Council Chambers. He indicated there was a high probably that meeting would be cancelled and the next meeting would be February 1,2010. He stated he would inform the Commission by letter as soon as he knew if the meeting was cancelled. ADJOURNMENT: By proper motion, Chair Cumming adjourned the Regular Meeting of December 7,2009 at 4:18 p.m. Respectfully submitted, Ruth Woodbeck Minutes Clerk