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Home My WebLink About2009-12-07; Traffic Safety Commission; ; Approve proposed revisions to the Carlsbad Residential Traffic Management Programr CITY OF CARLSBAD TRAFFIC SAFETY COMISSION STAFF REPORT COMMISSION MEETING OF: December 7, 2009 LOCATION: INITIATED BY: Citywide City Council ITEMNO. 6A REQUESTED ACTION: Approve proposed revisions to the Carlsbad Residential Traffic Management Program. BACKGROUND: In 2001, the City Council adopted Resolution Number 2001-139 approving the Carlsbad Residential Traffic Management Program (CRTMP) to address speeding and cut-through traffic issues in residential areas and to promote the characteristics of livable neighborhoods. City Council recently raised concerns about the current project ranking system used to prioritize funding for the development of traffic calming projects. Council requested staff to develop a minimum threshold for funding more expensive program phases. The current CRTMP prohibits the use of stop signs as a traffic calming measure. City Council requested staff to consider adding the use of stop signs as a cost effective traffic calming measure. In response to City Council concerns, staff is proposing the enclosed CRTMP update. While revising the CRTMP to address Council concerns, staff also worked with the Traffic Safety Coordinating Committee (TSCC) representatives from the Police and Fire Departments to define the appropriate application of speed lumps and speed tables as cost effective traffic calming measures. The proposed CRTMP update is based on the presentations made to and comments made by the Traffic Safety Commission at their October 5, 2009 and November 2, 2009 meetings. On November 19, 2009 the TSCC recommended approval of the proposed changes to the CRTMP on a 3-1 vote. The dissenting vote primarily concerned the use of residential stop signs as a traffic calming measure. This staff report includes an extensive discussion on the proposed use of residential stop signs. The Traffic Safety Commission is being asked to approve the following changes to the CRTMP that have been grouped by significance: CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT · COMMISSION MEETING OF: December 7, 2009 ( continued) MAJOR REVISIONS • The new program will implement a total of four phases. ITEMNO. 6A • The spacing of traffic calming measures is recommended to range between 300- 700 feet with ideal spacing of 500 feet. • Phase II will allow consideration of residential stop signs. The Phase II Tool Box will include language discussing the advantages and disadvantages of using residential stop signs. • Phase II will allow speed tables. The Phase II Tool Box will include language recommending that all other Phase II options be considered before using speed tables because of their potential impact to emergency response times. • The Phase II Tool Box description for lane striping has been expanded to allow visual simulations of the hardscape features used in Phase III of the program. • Phase III/IV of the program will include speed lumps (as opposed to speed humps which will continue to be identified as a traffic calming measure not recommended for use). Due to their potential impacts to emergency response times, speed lumps will not be recommended for use until all other viable alternatives have been considered. Their use requires approval from the Police and Fire Departments. • There will be clear criteria used to establish when a street is able to apply for each phase of the program. The point system used in the current program to rank projects has been modified to establish a minimum threshold for funding the design and implementation of a Phase III/IV Traffic Calming Plan. MINOR REVISIONS • Phase I Tool Box added a new "Neighborhood Speed Monitoring Program." This program relies on residents to monitor traffic and inform the Police Department of license plate numbers of vehicles traveling through the neighborhood at excessive speeds. Contingent on adequate staff resources, the Police Department will send out warning letters to the registered vehicle owner. • Prior to implementing Phase II measures, city staff will prepare the conceptual plan that must be approved by sixty-seven percent (67%) of the residents and absentee owners responding to a mail-in survey. • Prior to implementing Phase III measures, the Traffic Calming Plan must be approved by sixty-seven percent (67%) of the property owners responding to a mail-in survey. It is important to note that residents that are not owners will not be sent a survey to vote. • The Tool Box of approved traffic calming measures includes updated cost estimates and reflects current established practices. • The Phase I Tool Box replaced radar trailers with a similar device called a speed sentry. CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: December 7, 2009 ( continued) DATA: ITEMNO. 6A Project Phasing: Staff is recommending four phases in the revised CR TMP. This includes a new phase for cost effective traffic calming measures ( e.g., residential stop signs and speed tables) that can be installed prior to the development of a potentially costly Traffic Calming Plan. As noted below, there will be clear criteria established for each of the following phases of the program: Phase I: Phase II: Phase III: Phase IV: Education and Enforcement Engineering Traffic Calming Plan Traffic Calming-Design and Construction Spacing of Traffic Calming Measures: According to the ITE resource Transportation and Land Development 2nd Edition residential streets should ideally be designed and constructed to a residential neighborhood scale to achieve vehicle speeds and traffic volumes consistent with typical neighborhood uses. Residential neighborhood scale is typically accomplished by restricting the roadway length so that a driver comes to a complete stop or makes a significant tuning movement every 500-700 feet. That is, drivers tend to comply with speed limits in residential neighborhoods when the effective street length is limited to 700 feet. Traffic calming is often requested because the roadway sections in residence districts and school zones were not designed to meet this residential neighborhood scale because their effective length exceeds 700 feet. The traffic calming strategies included in the CRTMP Toolbox are intended to reduce the effective length of an existing street to approximately 500 feet, thereby reducing vehicle speed and rendering the route less attractive to cut-through traffic. Consistent with this concept, the revised program recommends that traffic calming measures be spaced on average at about 500 foot intervals with a minimum spacing of 300 feet. For example, residential stop signs could be installed at all intersections spaced at 500 foot intervals and speed tables could be considered on the tangent roadway sections where intersection spacing exceeds 700 feet. Use of Residential Stop Signs in Phase II: According to the California Manual of Uniform Traffic Control Devices (CA MUTCD), stop signs "can be useful as a safety measure at intersections if certain traffic conditions exist." Most of the intersections on residential streets being considered for traffic calming will not meet the established traffic conditions for the installation of stop signs. However, the CA MUTCD includes an option to use stop signs at the "intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection." CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: December 7, 2009 ( continued) ITEMNO. 6A The proposed residential stop signs will improve traffic operational characteristics of the intersections by reducing the effective length of streets in residence districts and near school zones and thus reducing vehicle speed through the intersection. That is, a series of residential stop signs can transform a neighborhood street to meet the residential neighborhood scale and reduce vehicle speeds by requiring a driver to make a complete stop every 500-700 feet. Staff has concluded that this approach is consistent with the optional use of stop signs as defined in the CA MUTCD. The TSCC and the Traffic Safety Commission will not be required to recommend approving the use of the residential stop signs that meet the CRTMP criteria; however, the City Council must continue to adopt an ordinance to establish the implementation of these stop signs on a public road. When reviewing the proposed changes to the CRTMP, one of the TSCC members stated reservations using residential stop signs. The main concern was that residential stop signs do not meet the CRTMP goal of providing self-enforcing solutions (i.e., there may be non-compliance issues). TSCC members also commented that residential stop signs are inconsistent with the CRTMP characteristics of a desirable neighborhood that call for traffic calming measures that do "not penalize drivers traveling at the posted speed limit." Another concern was that requiring all drivers to make a complete stop before accelerating through the intersection may lead to increased noise and air pollution. In short, other traffic calming measures ( e.g., traffic circles that rely on horizontal deflection) reduce vehicle speed without the disadvantages associated with residential stop signs. In response, staff noted that stop signs not meeting the CA MUTCD guidelines have been successfully installed at several locations in the City of Carlsbad without the anticipated problems of driver non-compliance towards regulatory signs. While self-enforcing traffic calming measures such as traffic circles avoid many of the problems associated with residential stop signs, their additional cost would significantly limit the number of neighborhood streets that can implement traffic calming measures. Staff has concluded that residential stop signs limited to streets in residence districts and near school zones are an appropriate and cost-effective traffic calming measure that is consistent with the CA MUTCD. Use of Speed Tables in Phase II: Speed tables are essentially flat-topped speed humps that are long enough for the entire wheelbase of a passenger car to rest on top. They are similar in design and concept to raised crosswalks that are allowed in the current CRTMP. Speed tables generally have higher design speeds than speed humps because of their long flat fields and more gently sloped ramps. Research has shown that many municipalities have begun to prefer speed tables over other types of vertical traffic calming measures (e.g., speed humps) because they produce a gentler ride and help maintain emergency response times. Because speed tables have a potentially larger impact to emergency response times, they will only be considered when other Phase II cost effective measures, such as residential stop signs, have been found to be infeasible. The Police and Fire Department staff will have final approval of speed table locations and spacmg. CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: December 7, 2009 ( continued) ITEMNO. 6A Use of Speed Lumps in Phase III: Speed lumps, a vertical deflection traffic calming measure, are being proposed to be included in the Phase III Tool Box of approved traffic calming measures, The difference between these measures is that speed lumps are designed to minimize the impact to emergency response times by providing gaps in the speed lumps to correspond to the distance between the front wheels and the distance between rear wheels of a typical fire apparatus, while speed humps require all emergency response vehicles to virtually stop before traversing each measure. The use of speed lumps will require special approval of both the Fire Department and Police Department. Speed hump will continue to be prohibited in the CRTMP. Eligibility Criteria: Each phase of the CRTMP will have specific criteria used to determine if a subject roadway is eligible for consideration. As is the case in the current program, residential streets can be considered for an exemption if they do not meet the established criteria. Following are the suggested criteria for each phase: Phase I Criteria: 1. Roadway width must not exceed 40 feet as measured "face of curb-to-face of curb." 2. 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. 3. Exemptions will be allowed on a case-by-case basis as determined by the City Engineer. Phase II Criteria: 1. 85th Percentile speed must be 32 mph greater. Phase Ill Criteria: 1. A petition prepared by city staff and circulated by the residents must be signed by a majority of the residents (50 percent plus 1) to initiate a request to consider developing a Phase III traffic calming project. 2. The Traffic Management Program Phase Ill Qualification Criteria Scoring Worksheet will be used to prioritize potential traffic calming projects. To be recommended for funding consideration, the proposed traffic calming project must receive a score that exceeds 50 points. The scoring will be based on traffic data collected after the Phase II measures have been installed and operational for an amount of time needed for roadway users to adjust their habits. 3. City Council must approve funding towards the development of the Traffic Calming Plan. Available funding will determine when the design and/or construction take place. CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: December 7, 2009 ( continued) CONCLUSION: ITEMNO. 6A The use of residential stop signs and the resulting CRTMP update was recommended for approval by the Traffic Safety Coordinating Committee on November 19, 2009 by a 3-1 vote. Both the Police and Fire Department representatives voted in favor of recommending the CRTMP update including the use ·of residential stop signs, speed tables and speed lumps as limited to use in the Tool Box fact sheets. RECOMMENDATION: The Traffic Safety Coordinating Committee recommends approval of the proposed revisions to the Carlsbad Residential Traffic Management Program. NECESSARY CITY COUNCIL ACTION: City Council approval required to implement revisions to the existing Carlsbad Residential Traffic Management Program. CARLSBAD RESIDENTIAL TRAFFIC GEMENT PROGRAM TRAFFIC CALMING TOOLBOX Traffic 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: • appropriateness to address traffic concerns in Carlsbad • acceptability to stakeholders, including the Fire Department • 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 CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM Revised November 2009 Engineering Department Transportation Division 1635 Faraday Avenue Carlsbad, CA 92008-7314 (760) 602-2752 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Acknowledgments December 2009 Program Update CITY OF CARLSBAD CITY COUNCIL Claude A. Lewis -Mayor Ann J. Kulchin -Mayor Pro Tern Matt Hall Mark Packard Keith Blackburn TRAFFIC SAFETY COMMISSION Gordon P. Cress Jack Cumming Steve Gallagher Guy J. Roney, Ill Jairo Valderrama May 2001 Program Development 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 Murphey Michael Ott Jim Stachoviak CITY OF CARLSBAD ENGINEERING DEPARTMENT Lloyd B. Hubbs -Public Works Director Robert T. Johnson, Jr. -Deputy City Engineer, Transportation Michele Masterson -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 CARLSBAD RESIDENTIAL TRAFFIC PROGRAM TABLE OF CONTENTS EXECUTIVE SUMMARY ........................................................................................................................................... I INTRODUCTION ..................................................................................................................................................... 1 GOALS ................................................................................................................................................................... 3 PROGRAM STRATEGIES ......................................................................................................................................... 4 PROCEDURES ......................................................................................................................................................... 4 PROGRAM ELIGIBILITY ........................................................................................................................................... 5 PHASE I: ENFORCEMENT AND EDUCATION ............................................................................................................ 6 PHASE II: ENGINEERING ......................................................................................................................................... 8 PHASE Ill: TRAFFIC CALMING PLAN ....................................................................................................................... 11 PHASE Ill QUALIFICATION CRITERIA SCORING W0RKSHEET ................................................................................................. 13 PHASE IV: TRAFFIC CALMING -DESIGN AND CONSTRUCTION .............................................................................. 17 FUNDING .............................................................................................................................................................. 19 TRAFFIC CALMING MEASURES REMOVAL PROCESS .............................................................................................. 20 PETITION ................................................................................................................................................................. 21 TRAFFIC MANAGEMENT PROGRAM UPDATE ....................................................................................................... 22 ALTERNATIVE TRAFFIC CALMING MEASURES NOT RECOMMENDED FOR USE ...................................................... 24 SPEED HUMP .............................................................................................................................................................. 24 RUMBLE STRIP ............................................................................................................................................................ 24 ONE-WAY STREET ....................................................................................................................................................... 24 MISCELLANEOUS NON-STANDARD DEVICES ..................................................................................................................... 24 CuL-DE-SACSAND ROAD CLOSURES ............................................................................................................................... 24 ACRONYMS AND GLOSSARY ................................................................................................................................. 25 CITY COUNCIL RESOLUTION 2001-139 .................................................................................................................. 26 APPENDIX ..................................................... ,. ............................................................... , .............................................................. 28 TRAFFIC CALMING TOOLBOX ...................................................................................................................... , ..... TB-1 - EXECUTIVE SUMMARY In all areas of Carlsbad, daily commuter traffic or other types of traffic drive on neighborhood streets. Speeding and/or excessive volumes may cause 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 (2000-2001) 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 neighborhood. The program developed in 2001 by staff and the committee was 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 measure. The final phase culminates with monitoring of the finished program for effectiveness in solving the problem that generated the whole process. This document represents the first revision to the initial program approved by the City Council in 2001. The primary reasons for revising the program were to add lower cost traffic calming measures such as residential stop signs and speed lumps and to establish benchmark criteria for the funding of future traffic calming projects. The revised program is divided into the following four phases: Phase I: application of enforcement and education to resolve speeding issues. Phase II: utilizing engineering-based measures to increase compliance with posted speed limits and discourage cut-through traffic. Phase Ill: development of a comprehensive plan comprised of traditional traffic calming measures to address traffic issues while enhancing the residential character of the street. Phase IV: implementation of the Phase Ill traffic calming plan. 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 provides for the health, safety and welfare of its citizens. r ,._, CARLSBAD RESIDENTIAL TRAFFIC PROGRAM CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM INTRODUCTION Virtually every day, on many residential streets, Carlsbad residents are faced with the potentially dangerous intrusion of speeding vehicles and/or cut-through traffic. In a robust economy or when the economy is sluggish, Carlsbad streets have experienced escalating traffic impacts due to changing population and employment patterns. As a result, 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: • a sense of community • a safe place to walk or bicycle • interaction among neighbors • a general feeling of security and safety • the opportunity for residents to enjoy their homes and property • traffic calming measures that do not penalize drivers traveling at the posted speed limit "Traffic calming" is a term that has 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 developed the initial 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 1 ~ CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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. 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". 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 2 C ....,) CARLSBAD RESIDENTIAL TRAFFIC PROGRAM for in the California Vehicle Code, the specific authority to regulate travel upon streets can only occur in specific instances related to: • implementation of the Circulation Element of the General Plan • criminal activity • regulating or prohibiting processions or assemblages • 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 the 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: • improving the quality of life in the neighborhood • creating safe streets by reducing the collision frequency and severity • 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 principles apply: • safety is the primary issue. Protection of vulnerable street users must occur through traffic calming • community-based planning of traffic calming must take place • a degree of self-enforcement of regulations is needed through design • driver behavior must be affected by traffic calming 3 '----CARLSBAD RESIDENTIAL TRAFFIC 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 concerns on residential streets when it occurs. These strategies include: • 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 According to the ITE resource Transportation and Land Development 2nd Edition residential streets should ideally be designed and constructed to a residential neighborhood scale to achieve vehicle speeds and traffic volumes consistent with typical neighborhood uses. Residential neighborhood scale is typically accomplished by restricting the roadway length so that a driver comes to a complete stop or makes a significant tuning movement every 500-700 feet. That is, drivers tend to comply with speed limits in residential neighborhoods when the effective street length is less than 700 feet. Complaints related to excessive vehicle speeds often originate along residential streets that were not designed to this residential neighborhood scale. The CRTMP attempts to resolve these types of speeding issues by installing a series of traffic calming measures to reduce the effective street length so that a driver comes to a complete stop or makes a significant tuning movement every 300 to 700 feet. Traffic calming measures are recommended to be spaced on average at about 500 foot intervals with a minimum spacing of 300 feet. The traffic calming strategies included in the CRTMP Toolbox are designed to work in concert with one other to limit the effective length of an existing street to approximately 500 feet to reduce vehicle speed and render the route less attractive to cut-through traffic. 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. 4 r·· '-' CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Carlsbad's Traffic Management Program has been crafted as a four-phase program, consisting of the following structure approach: Phase I: Enforcement and Education Phase II: Engineering Phase Ill: Traffic Calming -Concept Plan Phase IV: Traffic Calming -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 and is approved by the City Council. Traffic calming measures will only be considered when sufficient city funding is available and is approved by the City Council. PROGRAM ELIGIBILITY Participation in the Carlsbad Residential Traffic Management Program requires the following: 1. The subject street must meet the legal definition of residence district (as defined by the California Vehicle Code) or designated school zone (as defined by the California Manual on Uniform Traffic Control Devices). 2. The subject street must have a curb-to-curb width of 40 feet or less. Any street that does not meet the program eligibility criteria but is nevertheless considered by the City 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 if program eligibility criteria were met. 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. The exception process may be used for consideration for inclusion into each phase of the program. 5 \.,.. -CARLSBAD RESIDENTIAL TRAFFIC PROGRAM PHASE I: ENFORCEMENT AND EDUCATION When a resident or group of residents (neighborhood) have a traffic-related concern 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 concern 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: • geometric conditions of the road • volume counts • parking availability/restrictions • pedestrian counts • location of existing traffic control devices • collision analysis • speed surveys • other studies as determined appropriate Phase I strategies 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 lieutenant 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 or concerns. Step 5 Issue Work Order Implementation of Phase I is proposed to be accomplished by City forces. For those situations, staff will issue work orders to the Streets Department for the installation of signs or striping. 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. 6 r ·._, CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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. 7 I ""-CARLSBAD RESIDENTIAL TRAFFIC PROGRAM PHASE II: ENGINEERING If all applicable Phase I options have been completed and do not appear to adequately address the problem after being in place for an appropriate amount of time as determined by the City Engineer, Phase II of the CRTMP may be considered. Step 1 Written Request Phase II will be initiated when the affected resident(s) that resides on the street where the concern exists sends a letter to the Engineering Department requesting the step. The letter will be generated by the resident(s) following discussions with the City Engineer to review what might be accomplished through Phase II of the program. Step 2 Eligibility Determination Not all residential streets and/or residential areas will qualify to participate in Phase II of the Carlsbad Residential Traffic Management Program based upon the established process. Eligibility criteria for Phase II are as follows: 1. Completion of Phase I of the TMP; and 2. The 85th percentile speed (critical speed) must be 32 miles per hour or greater as determined by a speed survey conducted by staff. Both of the 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 Engineer may determine exceptions. A street being considered as an exception must be approved by the Traffic Safety Commission. Step 3 Determine Project Area of Influence (PAOI) The street or streets directly 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 will be is established by the City Engineer, with input from the neighborhood representatives. The PAOI shall be comprised of the subject street and any intersecting and parallel streets that would be influenced or affected by any proposed measures. The establishment of the PAOI by staff shall consider the implementation of measures on a roadway system as opposed to singular, isolated installations. Step 4 Concept Plan All residents from the PAOI will be invited to a neighborhood meeting hosted by the City. At the meeting, staff will explain the Phase II process that may lead to installation of the traffic calming measures proposed for their neighborhoods. Discussion will include, but not be limited to: • neighborhood concerns • traffic data gathered • results from Phase I • potential Phase II traffic calming measures • Phase II approval process • concerns of the Fire Department/Police Department 8 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM A Fire Department representative will be invited to attend the meeting to explain response needs of the emergency service providers and any concerns with potential traffic calming on the candidate street. Also, a Police Department representative will be invited to attend the meeting to respond to questions about traffic enforcement. Staff, using the data collected in Phase I, and working with affected residents, will draft a plan of proposed Phase II measures within the boundaries of the PAOI. Since Phase II measures are limited in application, they may not be appropriate for a given situation. For example, if a subject street does not feature intersections, STOP signs would not be appropriate. Staff will prepare the Phase II concept plan that will be presented to the neighborhood via mail survey for support. Step 5 Mail Support Survey for Phase II Concept Plan A mail support survey will be conducted by City staff upon completion of the Phase II concept plan that is developed by staff. The purpose of the survey will be to determine if the neighborhood (as defined by the PAOI) is in favor of the proposed concept plan. Residents, including non-resident owners, within the PAOI are eligible to participate in the mail support survey. Distribution of the support survey will be conducted by the City through the mail. The survey will be considered valid if a minimum of 50% of the residents contacted fitl out and return the survey to staff. Staff will then analyze the returns to determine if 67% or more of the eligible PAOI community responding supports the Phase II plan. If 50% of the residents' surveys are not returned, an outreach program may be initiated by the resident(s}. Re-survey will occur after all steps established in the outreach program are completed. A re- survey will be valid if 50% or more of the surveys are returned to staff. If the plan is not approved by 67% or more of the returned surveys, the resident(s) may request that staff develop an alternative plan or abandon their efforts. A revised Phase II plan, will be tested by the support survey process in this step. If the revised 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 five years unless conditions have changed. Step 6 Final Approval by the City Council A duly noticed public meeting will be held by the City Council to hear public testimony on the recommended concept plan. If Council determines that Phase II is acceptable as presented, it will so indicate by adopting an ordinance authorizing installation of STOP signs and/or approving other proposed measures and authorizing the appropriation of any necessary funds. Approval of a traffic calming plan by the City Council may not result in appropriations of funds to implement the traffic calming plan. The Council may consider other options, such as returning to the neighborhood for refinement of the Phase II concept plan or proceeding to Phase Ill of the CRTMP. Step 7 Phase II Implementation Implementation of Phase II, in most cases, will be performed by city forces. 9 r- \_., CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Step 8 Phase II Monitoring If, after one year of the Phase II traffic calming measures being in place, some residents of the neighborhood believe that the impacts and results of Phase II do not meet their expectations, they may request removal of the permanent traffic calming measures. The request for removal must follow the Traffic Calming Measures Removal Process. 10 r-"'--· CARLSBAD RESIDENTIAL TRAFFIC PROGRAM PHASE Ill: TRAFFIC CALMING PLAN If applicable Phase II options have been evaluated and do not adequately address the problem as described previously, Phase Ill of the CRTMP may be considered after staff meets with residents in the PAOI. Phase Ill of the CRTMP will allow the use of designated traffic calming measures that may result in impacts to parking capacity and limit access to properties. Because of these potential impacts, residents will be required to first utilize Phase II traffic calming measures before requesting to proceed to Phase Ill. Phase Ill measures will be limited to locations where re-routed traffic will only impact roadways classified higher in the Circulation Element of the City of Carlsbad. Step 1 Written Request Phase Ill 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 Engineer, study of Police Department results of Phase II, and anticipation of what might be accomplished through further utilization of the CRTMP process. The Phase Ill process will require an evaluation of a qualification criteria as well a neighborhood-initiated support petition. Step 2 Project Scoring and Qualification Criteria Candidate streets will be evaluated on the following factors and associated points for the purpose of establishing a project score for funding considerations Streets with a score exceeding 50 points will be eligible for future funding by the City of Carlsbad via the annual Capital Improvement Program (CIP) process that is approved by the City Council. Criteria and points assigned are as follows: 1. Travel Speed (maximum 30 points): 10 points for each mile per hour the 85th percentile speed is over 32 miles per hour. 2. Traffic Volumes (maximum 40 points): Typical weekday ADT divided by 100 and rounded to the nearest whole number or the weekday peak hour volume divided by 10 and rounded to the nearest whole number. 3. Collision History (maximum 5 points): The number of correctable collisions on a street, including intersections, within the past five years will be evaluated. Five points total will be assigned for any one correctable collision. A correctable collision is one that might have been prevented by the installation of a traffic control device or traffic calming measure. 4. Sidewalks (maximum 10 points): 10 points if no sidewalk or pedestrian pathway exists on either side of the street. 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. 11 --•-,. l..,., CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 5. 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. 6. Pedestrian Crossings (10 points maximum): 5 points if a school crosswalk (yellow crosswalk) is located on a street in the PAOI. 10 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. A minimum score of 51 points is required for the subject street to qualify for Phase Ill traffic calming considerations. 12 c~ CARLSBAD' RESIDENTIAL TRAFFIC PROGRAM Traffic Management Program Phase Ill Qualification Criteria Scoring Worksheet This worksheet will be completed by City of Carlsbad staff. It will be used to assign points to a street for Phase Ill qualification and prioritization of a potential specific neighborhood traffic calming project. Name of neighborhood (street location): 1. Travel Speed (30 pts. max.) For each mile per hour the 85th percentile speed is over 32 miles per hour, 10 points will be assigned. ssth Percentile Speed: ____ _ 2. Traffic Volume {40 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 (5 pts. max.) Five points for any one correctable collision during the past 5 years Number of correctable collisions: _______ _ 4. Sidewalks {10 pts. max.) No sidewalk or pedestrian pathways exists on either side of the street = 10 points 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 PAOt 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 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 Total Score: Evaluator Date A MINIMUM SCORE OF 51 POINTS IS REQUIRED TO QUALIFY FOR PHASE Ill. 13 Points r---~ CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Step 3 Neighborhood Support Petition If the subject street meets the Phase Ill Qualification Criteria, concerned residents will be responsible to establish resident support for continuation of the Phase Ill process. The support petition is initiated by the neighborhood representatives and serves as the mechanism to establish that residents support the City's consideration of a Phase Ill traffic calming project. Documentation of support for consideration of a future project is indicated by a simple majority (50% plus one signature) of those eligible individuals located within the PAOI that sign the petition. The petition form will be developed by staff and it will be the responsibility of residents to circulate the petition and submit the results to staff. Step 4 Project Initiation Upon satisfaction of Steps 2 and 3 of the Phase Ill process, the subject street may proceed as a concept project. The City Engineer will determine if Phase Ill will be conducted in-house by city staff or by use of consultants retained by the city. If the use of consultants is selected, appropriation of the necessary funds must be approved by City Council through the annual Capital Improvement Program (CIP). Step 5 Meeting with the Neighborhood All individuals from the PAOI will be invited to a neighborhood meetings hosted by the City. At the meeting, staff will explain to those in attendance the Phase Ill process that may lead to installation of the traffic calming measures proposed for their neighborhoods. Discussion will include: • neighborhood concerns • traffic data gathered • results from Phase I and II • potential solutions • funding availability/CIP process • petition process • optional 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 PAOJ. Staff and the residents attending the neighborhood 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. 14 r·- \..., .., CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Step 6 Develop the Conceptual Neighborhood Traffic Calming Plan By meeting and working closely with the NTCC, staff will be able to assist the committee in: • assessing their needs • identifying alternatives • developing initial plans or solutions • finalizing the comprehensive plan based upon sound engineering principles neighborhood input state-of-the-art traffic calming practices 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 tonger. Step 7 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 consensus 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). Property owners within the PAOI will be included in the survey (i.e., residents that are not property owners are not allowed to vote). 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 50% 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 responding 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 50% 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 50% 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 15 ,,... .. , \.._, CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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. 16 ,,,-.. , .... ,· CARLSBAD RESIDENTIAL TRAFFIC PROGRAM PHASE IV: TRAFFIC CALMING-DESIGN AND CONSTRUCTION If neighborhood support for the Phase Ill traffic calming concept plan is established as described in Phase Ill, staff can initiate Phase IV. Step 1 City Council Approval Funding of Phase Ill projects will be addressed through the city's annual Capital Improvement Program (CIP} approved by the City Council. Step 2 Environmental Review Upon confirming the neighborhood support for the Phase 111 concept 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. Step 3 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 4 Install Temporary Measures (Optional) Temporary measures may be installed to further assess community support for Phase Ill traffic calming measures 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 from the study street 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 Ill process will proceed to Step 7 in-lieu of Steps 4 and 5. 17 ,....,. ' t ._,,. CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Step 5 Communicate Results of Temporary Measures (Optional) 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 6 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 7 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 8 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 9 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. 18 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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. 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 design and 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. 19 I ._.. CARLSBAD RESIDENTIAL TRAFFIC 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 wilt review the petition, determine if the 80% threshold is met and notify all residents and non- resident owners 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 and non-resident owners 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 wilt have the opportunity to address the City Council. A final decision wilt 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 and non- resident owners within the PAOI will be notified of the City Council decision by mail. 20 ' ' - 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 Traffic Calming Measures Removal Process section contained in the Carlsbad Residential Traffic Management Program. Name (please print) Address (please print} Telephone Signature 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. (attach additional sheets as necessary) 21 ,-...._ , .. ) CARLSBAD RESIDENTIAL TRAFFIC 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. 22 r CARLSBAD RESIDENTIAL TRAFFl~OGRAM 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. 23 C CARLSBAD RESIDENTIAL TRAFFIC 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-Way 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. 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. Cul-de-Sacs and Road Closures Streets have been designed and constructed to facilitate multiple points of egress for the residents and multiple ways for an emergency vehicle to respond to an incident. Basic circulation patterns are intended to remain. Streets will not be truncated through the construction of a barrier to cause a road closure or by converting the end of the street into a cul-de-sac through construction of a turnaround. 24 CARLSBAD RESIDENTIAL TRAFFl~OGRAM ACRONYMS AND GLOSSARY California Vehicle Code Critical Speed (85th percentile) General Plan ITE Midblock NTCC PAOI PS&E Traffic Calming TMP Toolbox TR TSC Warrants A document published by the Department of Motor Vehicles containing laws relating to the use of streets and the operation of vehicles thereon. Carlsbad Residential Traffic Management Program 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-lTE 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. 25 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 2 3 s ., City Council Resolution 2001-139 RESOLUTION NO. :1:1:n-u<J A RESOLUTION Of THE CllY COUNCIL OF lt IE crrY Of CARLSBAD, CALIFORNIA, ESTABLISHING THE POLICY FOR lRAFFIC CALMING ON RESIDENTIAL PUSLIC STREETS tN. ACOOROANCE WITH THE CARLSSAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAl\d. Wl-!EREAS, l'8 City of Carlsbad i& oommlftad 10 achieving l1r.1ble n116ghborhooos ltlrough a quiet, safe and 00mr0riable slreet ei,vlron~t; and WJ-iEREAS. lhe City has responded to resident C0111:Jerns about lraflic issues in 8 n-otiborhood:1; and 11 WHEREAS, the City ha5-detennined that speeding, and eiweMive traffic v0l11met on 1(l residential ,1ree1, are-to be dlSC01.raged; .and 11 WHEREAS. through lraffic calming tile City desire9 Co have a logical. oonsi5tent 12 methodology for managing lraffic issues i11 residential neighbamoods; and 13 u 15 1G 11 18 19 WHEREAS, City staff, working wl1tl .a citizen'$ committa, has s.tu:lied and consid•r•d various solutions for mItigalfrio excess.Ive w-amc speed and vorumee 1n resldel'ltlal nelgtibomoods and to irJ¥)row tlie quality of life and saf.ty of rasidants; and WHEREAS. City slaff and the citizen'! OJl11miUee have determined that various ao1ulloM, inc;luding oart.aln glruclural b'afflc calming measuroN, instalad oo City s1,1111ti e;a,i help reduce speeds and vOlumes In l'le.ghbM'IOOds; and WHEREAS, the poficies, procedures and methodology fo£ lraffic managemerit 011 ro&l~anUal public $tree1s ere specified 111 111• Caflsbad Resldei,tial Traffic Mariagement Program, 20 dated May, 2001. 21 NOW, TttEREFORE, BE IT Rl!!SOlVED by the, Cily Council of the CJ!y of Carls.bad, :22 canrornia, a& follows: 1. 2. Tiiat the abave recitatiall!s are true and oorTect, That th6 Ci}' Council hereby ealebli11l111 ltt&t the policy. standards and methodology to be OJnslderad for managing traffic on re&ldanlal public slree'IS 16 SEil forth In \he i!5 Carlsbad Rosidenfal Traffle. Mai1ag•Mtn1 Progrem, ct•Md May 2001 •'"1 eriy tl.lb1•q1.1ent 211 revil.ions tharaof. 27 Iii 211 Ill 26 CARLSBAD RESIDENTIAL TRAF~ROGRAM 1 3. The Carlsbad Residential Traffic Management Program is intended to provide 2 guidance and a list of potential tools in recurring situations, however, the City Council, subject to 3 au applicable laws may modify, continue, approve, condition or deny proposals to dhange traffic 4 flow patterns on public streets. 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 PASSED, APPROVED AND ADOPTED at a regular meeting of the Carlsbad City Council held on the ---=-Bt.=.:h::;._ __ day of __ ..:M""a .. y ______ , 2001 by the following vote; to wit: AYES: lchin, Finnila, Nygaard and Hall. ATTEST: ~~7r).~ L~WOOD, City Clerk (SEAL) 27 -~. CARLSBAD RESIDENTIAL TRAFFIC PROGRAM APPENDIX 28 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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: • Allows residents to express views and obtain answers. • Identifies issues of concern and solutions. Special Considerations: Disadvantages: • Effectiveness may be limited. • Potentially time consuming. • Limited audience. • Meetings need to stay focused on specific traffic issues. • Varies (staff time and published materials). TB-2 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Police Presence Phase 1 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: • Shows an enforcement presence. • May help slow vehicle speeds. Special Considerations: Disadvantages: • Presence without enforcement has limited effectiveness. • Limited police resources. • Typically only effective when officer is present. • Used on residential streets with complaints of speeding. • N/A TB-3 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Speed Sentry (replaces Radar Trailers) Phase 1 Description: A portable device equipped with a radar unit that detects, displays and records the speed of passing vehicles. The Speed Sentry can be set to display the speed on its screen or show a blank screen for data collection only. Application: Speed Sentry's help discourage speeding on neighborhood streets through education (when set on display mode) by showing drivers their current speed. The data however, is obtained when set to a blank screen. Advantages: • Effective educational tool. • Good public relations tool. • Encourages speed compliance. • Can reduce speeds temporarily. Special Considerations: Disadvantages: • Not an enforcement tool. • Ineffective on multi-lane roadways. • Less effective on high volume streets. • Limited Police Department resources to install • Can be installed on a street light standard where a resident indicates there is a speeding problem. • Typically only effective in reducing speeds when the Speed Sentry is present and set on display mode. • Some motorists may speed up to try to register a high speed (when on display mode). • Recommend for temporary use only. Cost: • $5,000 each unit. Police Department staff time to install, retrieve, and analyze data. TB-4 ,..- 1 CARLSBAD RESIDENTIAL TRAFF1c'ltlroGRAM 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. Advantages: • Effective, visible enforcement. • Driver awareness increased. • Can be used on short notice. • Can reduce speeds temporarily. Special Considerations: ,,,,-.. _) Disadvantages: • Temporary measure. • Requires long-term use to be effective. • Limited police resources. • Typically only used on residential streets with documented speeding problems. • Typically only effective while officer is actually monitoring speeds. • Benefits are short-term without regular periodic enforcement. • Expensive. e N/A TB-5 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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. Advantages: • Clearly indicates prima facie speed limit. • Helps reduce speeds. • Usually popular with residents. • Low cost of installation. Special Considerations: Disadvantages: • Not effective by themselves. • May add to sign clutter. • Increased cost of sign maintenance. • Typically only installed on streets where speeding is a documented problem. • Requires police enforcement to be effective. • $200 per sign. TB-6 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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. Advantages: • Supplement to speed limit signs. • May help reduce speeds. • Usually popular with residents. Special Considerations: Disadvantages: • Not effective or legal by themselves. • Increase in maintenance cost. • Should only be installed on streets where speeding is a documented problem. • $350 per legend. TB-7 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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: • Informs motorists of roadway conditions. • Low cost of installation. Special Considerations: • Advisory only, cannot be enforced. • $200 per sign. TB-8 Disadvantages: • May add to sign clutter. • Increased cost of sign maintenance. • Not a regulatory sign. ~ ! '-' CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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: • Redirects traffic to main streets. • Reduces cut-through traffic. • Low cost. Special Considerations: Disadvantages: • May divert traffic to other streets. • Enforcement required. • Adds to sign clutter. • Violation rates can be high without enforcement. • Installed at entry points of a neighborhood to prevent traffic from entering. • Has little or no effect on speeds for through vehicles. • With active enforcement, violation rates can be reduced. Cost: • $200 per sign. TB-9 r _, CARLSBAD RESIDENTIAL TRAFFIC PROGRAM 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: • May increase driver awareness. • May cause drivers to slow down. • Popular with residents. • Low cost of installation. • Proactive approach to a neighborhood concern. Special Considerations: Disadvantages: • Has no lasting effect. • Not a permanent feature. • May create visual pollution. • Can create a false sense of security. • Increased cost of sign maintenance. • Not authorized to be installed in the public right-of-way. • Passively reminds drivers to observe residential speed limits without confrontation. • Residents are less likely to speed themselves if they are displaying a yard sign. • Only used 1-2 weeks to increase neighborhood awareness. • $30 per sign. TB-10 C ~ CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Neighborhood Speed Monitoring Program Phase 1 Description: Resident writes down the license plate number of vehicle(s) observed to be speeding noting date, time & location. Information is called in to the Traffic Division of the Police Department. The Police Department sends a letter to the registered vehicle owner informing them their vehicle was observed to be speeding on the stated street on the specified date, time & location. The vehicle owner is informed that residents are very concerned about speeding & are requested to observe the 25 mph residential speed limit. Application: The Neighborhood Speed Monitoring Program helps to discourage speeding through neighborhood & Police Department involvement, awareness & neighborhood peer pressure. Advantages: • Encourages speed compliance. • Creates neighborhood involvement and awareness. Cost: Disadvantages: • Not an enforcement tool. • Requires Police Department resources to send letters. • Police Department staff time to send out letters. TB-11 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM High Visibility Crosswalks Phase 2 Description: High visibility crosswalks established by painting stripes between the crosswalk's outer boundary stripes. Application: High visibility crosswalks increase crosswalk visibility to drivers. Advantages: • More visible to the driver than traditional crosswalks. Special Considerations: Disadvantages: • May give false sense of security to pedestrians. • Higher maintenance costs. • Pedestrians may place too high a reliance on its ability to control driver behavior. • Can be used at high pedestrian volume crossing locations. • $1500 to $7,000 each. TB-12 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Narrowing Lanes (Striping) Phase 2 Description: Striping used to narrow traffic lanes. The "extra" pavement width can be used to create or add to bicycle and/or parking lanes. Lane striping can also be used to visually simulate the hardscape features that define the horizontal traffic calming measures found in Phase Ill. Application: Narrowing lanes with striping used to help slow vehicle speeds. Horizontal measures can be simulated with striping but are not as effective as Phase Ill traffic calming measures that use hardscape to deflect traffic. Advantages: • Can be quickly implemented in some circumstances. • May reduce travel speeds. • May improve safety. Special Considerations: ~ -......, Disadvantages: • May lead to loss of parking • Increases regular maintenance. • Not always accepted as an effective tool. • Some residents may oppose ·striping on neighborhood streets. • Increases resurfacing costs. • Narrowed travel lanes create "friction" to help slow vehicle speeds. • Can be installed quickly. • Designated bicycle lanes and/or parking lanes can be created. • Adds centerline and edgeline striping to neighborhood streets. • $0.75 per linear foot. TB-13 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Neighborhood Signs Phase 2 Description: Neighborhood signs involve the use of special signs such as "ENTERING A TRAFFIC CALMED NEIGHBORHOOD" to increase motorists awareness. Application: Neighborhood signs help reduce speeding on residential streets. Advantages: • May increase driver awareness. • May cause drivers to slow down. • Low cost of installation. Special Considerations: • Installed at entry points to a neighborhood. • $$200 per sign. TB-14 Disadvantages: • May have no lasting effect. • Can create false sense of security. • Adds to sign clutter. • Increased cost of sign maintenance. • Not a standard MUTCD sign. C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Residential STOP Signs Phase 2 Description: Stop signs may be considered for installation under special circumstances for speed reduction at intersections on residence district streets. Application: The installation of residential stop signs at intersections reduces the uncontrolled length of a street, which may help to reduce vehicle speeds on the street. Advantages: • May help reduce vehicle speeds within 150-200 feet of intersection. • Favored by many residents. • Low cost of installation. Special Considerations: Disadvantages: ~ ~ • Non-enforcement may lead to a general non- compliance of stop signs at other locations. • May divert traffic to other streets. • Emergency response times slightly impacted. • Increased maintenance costs • May lead to increased noise/air pollution • Not as effective as horizontal deflective measures such as traffic circles. • To control vehicle speeds, the recommended spacing of this traffic calming measure on a residential street is typically between 300 to 700 feet. • Requires stop limit line and stop legend to be painted on the street which may lead to sign clutter. • Requires stop limit line and stop legend to be painted on the street. Cost: • $2,000 (two approaches) -$4,000 (four approaches).' TB-15 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Speed Table Phase 2 Description: Speed tables are constructed 3 to 4 inches above the elevation of the street. They feature ramps on the approaches and a flat top, typically about the length of a passenger car. Application: Speed tables help reduce vehicle speeds at mid-block locations. Advantages: • Reduces vehicle speeds. • Access not affected. • Generally results in a gentler ride as compared to speed lumps. Special Considerations: Disadvantages: • May increase noise. • Emergency response times affected. • Increased maintenance costs. • Increased maintenance costs. • May not be as esthetically pleasing as chicanes. • Requires special signing and markings which may lead to sign clutter. • Careful attention required for drainage issues and other design issues. • Works well in combination with curb extensions and curb radius reductions. • At existing crosswalk locations, a crosswalk may be painted on the proposed speed table. Fire Department and Police Department Evaluation: All other Phase 2 options should be considered prior to use of speed tables. Fire Department and Police Department shall have final approval of speed table locations and spacing. • $8,000 -$14,000 each (prefabricated). TB-16 r·~ '-CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Entry Treatment Phase 3 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: • May reduce vehicle speeds. • Creates an identify for the neighborhood. • May reduce cut-through traffic. • Opportunity for landscaping. Special Considerations: Disadvantages: • Increase in noise. • May require removal of parking. • Can impede truck movements. • Creates physical obstruction. • Increase in maintenance. • Entry treatments have minimal influence on drivers routine behavior. • Overall speeds and volumes are usually only minimally affected. • Entry treatments make drivers more aware of the neighborhood environment. • Care should be taken not to restrict pedestrian visibility at adjacent crosswalk. • $21,000 to $35,000 per approach. TB-17 r" '--CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Traffic Circle Phase 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. Advantages: • Effectively reduces vehicle speeds. • Reduces collision potential. • Better side-street access. • Opportunity for landscaping. Special Considerations: Disadvantages: • May increase bicycle/automobile conflicts. • Can increase emergency vehicle response time. • Can restrict large vehicle access. • Expensive. • Some left-turning vehicles must negotiate circle clockwise. • Traffic circles are best used in a series or with other devices. • About 30 feet of curbside parking must be prohibited in advance of circle. • Requires the installation of signs and pavement markings. • Traffic circles are less effective at T-intersections. Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times. • $20,000 to $35,000 per intersection. TB-18 --1 '-,.,. CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Center Island Narrowing Phase 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. Advantages: • Reduces vehicle speeds. • Can reduce vehicle conflicts. • Reduces pedestrian crossing width. • Landscaping opportunity. Special Considerations: Disadvantages: • May require parking removal. • May reduce driveway access. • May impact emergency vehicles. • May divert traffic to other streets. • When used to block side street access, may divert traffic. • May visually enhance the street with landscaping. • Bicyclists prefer not to have travel way narrowed. • $14,000 to $28,000 each. TB-19 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Median Barrier Phase 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: • Redirects traffic to other streets. • Reduces cut-through traffic. • Provides pedestrian refuge area. • Opportunity for landscaping. Special Considerations: Disadvantages: • Redirects traffic to other streets. • Increases trip lengths. • May impact emergency response. • Creates physical obstruction. • Should not be used on critical emergency response routes. • Landscaping needs to be carefully designed to not restrict visibility for motorists, bicyclists and pedestrians. Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times. • $14,000 to $28,000 each. TB-20 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Mid-Block Choker Phase 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: • Effectively reduces vehicle speeds. • Shorter pedestrian crossing width. • Improves sight distance. • Opportunity for landscaping. Special Considerations: Disadvantages: • May require parking removal. • May create hazard for bicyclists. • May create drainage issues. • May impede truck movements. • May impact driveway access. • Preferred by many emergency response agencies to other measures. • Provide excellent opportunities for landscaping. • $14,000 per location TB-21 ( ........... CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Lateral Shift Phase 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. Advantages: • Effectively reduces vehicle speeds. • Low impact on emergency vehicles. • Opportunity for landscaping. Special Considerations: Disadvantages: • Loss of parking. • Increased maintenance. • May impact driveways. • May be expensive. • Most effective when traffic volumes are approximately equal in both directions. • May increase conflicts with pedestrians and bicyclists. • $14,000 to $28,000 per location. TB-22 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Chicane Phase 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. Advantages: • Effectively reduces vehicle speeds. • Low impact on emergency vehicles. • Opportunity for landscaping. Special Considerations: Disadvantages: • Loss of parking. • Increased maintenance. • May impact driveways. • May be expensive. • May require removal of substantial amounts of on-street parking. • Most effective when traffic volumes are approximately equal in both directions. • May increase conflicts with pedestrians and bicyclists. • Provide landscaping opportunities. • Most residents would have their driveways affected. • $40,000 to $80,000 per location. TB-23 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Semi-Diverter Phase 3 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. Advantages: • Reduces cut-through traffic. • More self-enforcing than signs. • Reduces pedestrian crossing widths. • Opportunity for landscaping. Special Considerations: Disadvantages: • May divert traffic to other streets. • May increase trip lengths. • May require the removal of parking. • Increased maintenance. • Restricts access into street while allowing residents access within block. • Potential use must consider how residents will gain access. • In emergency situations, emergency vehicles can gain access. • May increase emergency response times. Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times. • $20,000 to $28,000 each. TB-24 - CARLSBAD RESIDENTIAL TRAFFl~OGRAM Partial Diverter Phase 3 Description: Partial diverters are raised areas placed diagonally across a four-legged intersection {3/4 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 traffic. They also minimally decrease speeds near the intersection. Advantages: • Reduces cut-through traffic. • Minimal impact to emergency access. • Reduces collision potential. • Opportunity for landscaping. Special Considerations: Disadvantages: • Redirects traffic to other streets. • May increase trip lengths. • Problem(s) may be shifted to other streets unless a comprehensive area plan is developed. • Less impact to circulation than a full street closure. • Can be attractively landscaped. Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times. • $20,000 to $48,000 each. TB-25 -- CARLSBAD RESIDENTIAL TRAFF~OGRAM Forced Turn Channelization Phase 3 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: • Reduces cut-through traffic. • More self-enforcing than signs. • Shorter pedestrian crossing distances. Special Considerations: Disadvantages: • May divert traffic to other streets. • Can increase trip lengths. • Has little or no effect on speeds for through vehicles. • In emergency situations, emergency vehicles can gain access. • May increase emergency response times. • $7,000 to $14,000 per approach. TB-26 ~ CARLSBAD RESIDENTIAL TRAFF~ROGRAM Intersection Bulb-Out Phase 3 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. Advantages: • Improve pedestrian visibility. • Shorter pedestrian crossing width . • May reduce vehicle speeds . • Opportunity for landscaping . Special Considerations: Disadvantages: • May require parking removal. • May create hazard for bicyclists . • May create drainage issues . • Impacts large vehicle turns . • Intersection bulb-outs at transit stops enhance service. • May require landscape maintenance to preserve sight distances. Fire Department Evaluation: • Intersection Bulb-Outs shall be restricted to only one of the two intersecting streets. • $14,000 to $28,000 (four-leg intersection). TB-27 c..- CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Curb Radius Reduction Phase 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. Advantages: • Shorter pedestrian crossing width. • Slower vehicle turning speeds. • Opportunity for landscaping. Special Considerations: Disadvantages: • Impacts large vehicle turns. • Careful attention needs to be given to drainage issues and turning radii. • $12,000 to $18,000 (four-leg intersection) TB-28 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Realigned Intersection Phase 3 Description: are realigned/modified horizontal deflection "T" intersections by constructing which forces previous straight-through movements movements. Application: to make slower turning Realigned intersections help reduce vehicle speeds. Advantages: • Reduces vehicle speeds. • No significant impact on emergency and transit service. • May discourage through traffic. • Opportunity for landscaping. Special Considerations: • Reduces vehicle speeds near intersection. Disadvantages: • Removal of parking required. • Increased maintenance. • May divert traffic to other streets. • May change STOP sign configuration and affect emergency response times. • Careful attention needs to be made to drainage issues. • $14,000 to $28,000 each intersection. TB-29 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Roundabout Phase 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. Advantages: • Effectively reduces vehicle speeds. • Reduces collision potential. • Better side-street access. • Opportunity for landscaping. Special Considerations: Disadvantages: • Parking removal required. \ ---=:::::========= I t:>~ • May increase bicycle/automobile conflicts. • Requires additional right-of-way. • Expensive. • Retrofitting a roundabout at an existing intersection would require obtaining additional right-of-way and removal of existing curb returns. • Curbside parking must be prohibited in advance of the roundabout. • Requires the installation of signs and pavement markings. • $69,000 to $104,000 each (construction only/does not include right-of-way costs). TB-30 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Diagonal Diverter Phase 3 Description: Diagonal diverters are raised areas placed diagonally across a four-legged intersection. They prohibit through movements by creating two "L" shaped intersections. Application: Diagonal diverters reduce traffic volumes. They also minimally decrease speeds near the intersection. Advantages: • Reduces cut-through traffic. • Self-enforcing. • Reduces vehicle conflicts. • Opportunity for landscaping. Special Considerations: • Can be designed to allow emergency vehicle access. Disadvantages: • Increases out of direction travel. • Increases trip lengths. • Impedes emergency vehicles. • Can be designed to allow pedestrian and bicycle access. • Problem(s) may be shifted to other streets unless a comprehensive area plan is developed. • Less impact to circulation than a full street closure. Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times. • $25,000 to $52,000 each. TB-31 r'"' 1,,.,._ CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Textured Pavement Phase 3 Description: Textured pavement is installed in the roadway typically to provide an entry statement to the neighborhood. Application: Used as a visual cue for drivers to slow down. Advantages: • Aesthetic/visual enhancement. • Provides entry statement to traffic calmed area. Special Considerations: Disadvantages: • Increase in maintenance. • Increase in noise. • Expensive. • Textured pavement has minimal influence on drivers routine behavior. • Overall speeds and volumes are usually only minimally influenced. • $10 per square foot. TB-32 C CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Raised Intersection Phase 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: • Effectively reduces vehicle speeds. • Enhances pedestrian safety. • Can be aesthetically pleasing. Special Considerations: • Makes intersections more pedestrian-friendly. • Special signing is required. Disadvantages: • Expensive to construct and maintain. • Requires drainage modifications. • Affects emergency vehicle response time. • May require bollards around corners. Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and the Police Department and its use requires extensive evaluation of the specific location and impacts to emergency response times. • $48,000 to $110,000 per intersection. TB-33 r ......, CARLSBAD RESIDENTIAL TRAFFIC PROGRAM Speed Lumps Phase 3 Description: Prefabricated rubber or field formed asphalt approximately 3 inches in height and 7-12 feet in length installed in a series across a roadway. Transverse cuts across the lump allow some emergency vehicles to pass without vertical deflection. Application: Reduce vehicle speeds without significantly impacting some emergency vehicle response time. Advantages: • Reduces vehicle speeds. • May reduce vehicle volumes. • Prefabricated speed lumps relatively easy to install and remove. Special Considerations: • Requires special signing and markings. Disadvantages: • May increase noise. • Aesthetics. • May divert traffic to other streets. • Possible impacts to roadway drainage. • Increased maintenance costs. • Some emergency vehicles impacted by slowing response times. • To control vehicle speeds, the spacing must be carefully evaluated. Fire Department and Police Department Evaluation: Because speed lumps are the least acceptable traffic calming measure with respect to emergency response times, all other options should be considered prior to use of speed lumps. Fire Department and Police Department shall have final approval of speed lump locations and spacing. Cost: • $4,000 -$6,000 each (prefabricated). TB-34