HomeMy WebLinkAboutCT 02-16; ROBERTSON RANCH EAST VILLAGE; ANALYSIS OF TRAFFIC CALMING STRATEGIES; 2006-09-07Tnuisportstion
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September 7,2006 Projed Number 289-001
Mr. Brian Milich
Calavera Hills 2, LLC
2780 Womble Road
San Diego.CA 92106
Subject: Analysis of Traffic Calming Strategies for Robertson Ranch
Dear Mr. Milich:
objective ofthis analysis is the indepeXts"^^^^^
existing residential development just north of Robertson Ranch CS T^I COZV xf °° «^««ts within an from two sources: ' ^ ^ Colony. The mcreased tiaffic comes
1.
2. Non-local traffic shifting off of Tamarack Avenue and El Camino Real to a shorter route
Tmffic to and from the development in West Village oriented to places ^orth of TL C^^^^
More specifically, if two ofthe streets (Edinburgh Drive and Glasgow Drivel in Th. r i
similar streets in the West Village of Robertson Ranch kTr. 7 ? . ^"'""^ connected to
Drive and Glasgow Drive as a shortcu7he^r.n T I . ^^^^^ ^o use Edinburgh
Lisa Avenue? "NonS'rth^^^^^^^^^ 1 ^''f "^^^ El Camino Real at'
Village or The Colony. FurS^er ^ere is 7^L^^Z7Zf7 t^'T'' ^'''"^ West
onto Edinburgh Drive and GlasgrDnve "^^^ ""'^''^^ '^^^<^ be loaded
Village). Figie 1 shows the vS^^ o7west Vi f^^^^^^ ^'"^ ^^est
'. ^ ftfr r' """^^ """""^ ^ ""Opment in Robemon Ranch
create transportation
289-001 -8/8/06-GK
To Hwy-78
City of Carlsbad
Robertson Ranch
Total Potential Added Daily Traffic With West Villaae '''^"'^
1122 Dwelling Units-No Traffic Calming l^^^urr.^^ 2A
Mr. Brian Milich c - i
• —- September 7, 2006
S^Jtl™^!^^^^^^^ to Ub Systems Associates, if traffic cahning and
of traffic cahning projects througho^the 1^^^^^^^ ^^1^ T "^'^ P'^''"^'^^'' ^^"dies
calming. They reduced the total DTntiatt^^ffifH ^^ I ' estimating reductions due to traffic
"cahned streeL" as eported il 2?^^^^^^^ T''^'^^^-^ decrease in traffic on
Administration and th^ InstitlTte o?f L^pZL^^^^^^^^^ """^'^^'^^^^^^-^
SteTti^e^fliS^tSr^^^^^^^ ™ SeliTer °r' 1' T'^''''' '^"^ '^P°- ^
is, by using standard trafsport^fonrodelS ^'"^ ^^'"'"^ ^^^-^
Associates' estimates of aLage daiTSc i^Thrr r^^^^ Urban Systems
our estimates overall, ITL coLe^^^^^ eslmL H T^'™^"* "'"^"^ ^"^^^ "^^"^'^
Drive is likely to be L little Sld^thf n f c ''^^^^'^ ^'^'^^d to Edinburgh
to Glasgow w'ill be subsSly ftTe^^^^ ^f""'*^^' "P^'^^' "^'^ ^^^^^^ ^'^'l^'
Urban Systems Associates are datT/une" "tlf^^^^^ The subsequent reports from
reflect changes in the number ofdwelling unit's and Z addS nf ' ^' ^^'^ "^^^'^ ^^P^^s
use scenarios as well as two circulSrsce^^oT TOs ™ re ^^'J T'"^'" ^'""^^ ""'^^^ '^-l
from Urban Systems Associates becal lTas s f^r^IS^rt isThe'l H °" ^^P^'^
proposedWestVillageprojecttobepresentedrtht;^^^^^^^^^
road connecting to Tamarack Avenue from PltTg^^^^^^^^^^ t'lr^^^
^rLrffircii^^;^^^^^^^^^ -—- con^n^r^rraSi:^^^^^^^^^^^
the potential for West Villagf s^^a^'^^fe^ d sCc™w^^^^^^^ ^^ -'^--g
capacity improvements on El Camino Red, more frafficTwetvJ^lt^ f ^ ^'^^
Tamarack Avenue is faster than using streets in The Colony^^d il wS V aS mT^^^^^^^ ''""T ^T'
addresses the traffic calming and circuitous routing scenarios beLTe tL T W ' A ""'^
describe traffic conditions without calming and cirLt^^^^^^^ vTj''''"^ ""^"^
a paper written for a meeting ofthe Institute of Tn,nc„nrf!;- ™y''"^""'^^tions as a traffic calming expert including
devices ,0 discouiage d.„ug'h iltShtSrS'^riiS^^^^^ "^^
LEGEND
(•) Traffic Circle
Sharp Right Angle Turn
••• Local Through Street
Non-Through Street
City of Carlsbad
Robertson Ranch
NOTE: Traffic calming plan shown is preliminary and additional traffic calming measures may be used.
Concept Circulation Plan - West Village With Local Tamarack Access
289-001 -9/6/06 - GK
Figure
3B
II
NORTH
Not to Scale
Mr. Brian Milich
Existing Conditions
Sit^i^rttt'St'.'^^^^^ non-locaJ traffic volume that might wish to use The Colonv .nH w.et vm.,.
streets as a shortcut. These 2,000 vehicles daily currently use Tamarack Avenue and El Camino Real to eet
between the mtersection of Carlsbad Village Drive/Tamarack Avenue and the intersection^El r!minn R V
7 '7 ^^''^"^^^^'^ '^'y P«^-«^ sho~s T^^^^^^ in Appendix B. Figure 4 also shows existing daily volumes on Edinburgh Drive and Glasgow Drive witWn ?^. Colony. The existing volumes shown for Edinburgh Drive and Glasgow DriveTe bSTno^thtrf
intersection of Carlsbad Village Drive/Tamarack Avenue and the intersection of C^on R^^^^
22 miles vm the mtersection of Tamarack Avenue/EI Camino Real. If either Glasgow DnVe^dhi3^
were extended straight through West Village to intersect El Camino Real at Lisa ivenuTfte totajl^^^^^^
between the same intersections above, Carlsbad Village Drive/Tamarack Avenue ZTmc^^iTv T
Road is only 1.6 miles, or 0.6 mile shorter than the cuLt arteriS^^te " ReaVCannon
Westvm^^^
save between one and two minutes over the longer, current arterial route for trips coming from^he nnTlT
going to the north, the travel times are almost the same, with the arterial rout^hav n^sliSt^^^^
H V? n ?''/P--"- P^^- t°t^ ^vel time bet^een^ inteSns of
Carlsbad Village Drive/ Tamarack Avenue and El Camino Real/Cannon Road is a function Xw loTit take, tn
fravel this approxmiate 2% mile distance at 55 mph on El Camino Real and 45 mphTn ?I^rAlTnue n^^^^^^^^
additional tmie spent stopped and waiting at the signal by the average vehicle Note tn J^^.fU^^ 7!
calculation has been made for the reader's convenience in the tables included in Figure 5 '""^^'"^"^s. This
The waiting time at the signal is called "control delay" and includes the additional time needed to slow nn th.
approach and accelerate from a signal as well as time spent at the red light Not all Zers have to !Z Z
and others wait far longer than average. The estimates of control delay for the T^c^f c^^^^^^^ ?^'°"?''
are based on ^e Synchro reports in Appendix F. TJKM used 2030 wi^^ct "Zel^La^^^^^^
September 1,2005 Transportation Ar^alysis Final Report for Robertso/Ranch, Section 7 S^^^^ 7
The actual values used for control delay at the signalized intersections are also shown in Figure^^^ We
aclaiowledge that the project volumes at Tamamck/El Camino Real are a little high beLuse these W.«ctc
made prior to reducing the number ofdwelling units in West Village. Howev r tS m r^^^^^^^
volumes would have the effect of slightly increasing control delay, thus making the arteTalCors less
competitive with Edinburgh and West Village streets on a comparative basis for travel tlrnlc T^^f ,
lane assumptions for 2030. We also improved the intersection ofT LS^^flvei^^^^ ^d El clb^Re^r
separate left turn lane on Lisa to allow normal signal phasing. TJKM also uid^e stL^l 1^^^^^^^ '
additional delay at the intersection of Tamarack Avenue and Edinburgh Drive for right turns on 0 Traick
Avenue and for left turns onto Edinburgh Drive. This is conservative because at certa n tWc nf th ^ ? .
more than an additional 10 seconds to turn left onto Edinburgh an^to hTri^ronrTa^^^^^^ '
must wait for oncoming traffic to d^^^
The Colony are probably longer by 5 to 15 seconds over the day. ^
City of Carlsbad
Robertson Ranch Figure
Non-Local Traffic Volumes and Volumes in The Colony 4
289-001 - 9/1/06 - GK
LEGEND
Arterial
" •• " Shortcut
AM (PM) Signal Delay
To Hfvy.78 NOTE:
To calculate total travel time, add the free
floiv segment times plus Intersection delays.
Calculations shown on Appendix F.
A—»-B
Arterial AM
PM
5'23"
5'3"
Shortcut AM
PM
3'32"
3'45"
B—•A
Arterial AM
PM
3-11"
3' 17"
Shortcut AM
PM
2' 56"
3' 0"
City of Carlsbad
Robertson Ranch
Travel Time Comparison - Arterial Vs. Shortcut -
No Calming
289,001 • 9/8/06 - GK
Figure
5
Mr. Brian Milich
Analysis with West Viliage Development
traffic circles accomplish three objectives- 1) thev reaufre driv!n:^f c . I '""^'^^ ^'^
2) the circuitous routing increases'the dTstan e tS^^^^^^^^ ^'^-g'^ *«,tum or circle;
con3ide,«l simply as pa„offcLy torstownrSel l i"'. "^^ '
^r^nSrrjSieiT^rr^^
TABLE 1: WEST VILLAGE TRIP GENERATION TO THE NORTH (12% OF TOTAL)
1,122 DWELLING UNITS
Plan
Area Use Units
Daily
Trips
Per Unit
Daily Trips
To/From
The North
3 SF 82 10 98
5 SF 25 10 30
6 SF 61 . 10 73
7 MF 201 6 145
8 MF 186 6 134
9 SF 34 10 41
10 SF 37 10 44
11 Commercial na 2925 351
TOTALS 916
Once the number of trips to and 6om the north ate calculated in Tables lmd-> ih • .
route driveis from each ofthe plamiing areas will talte assZn. nfffTlr " ^"^"^
fte analysis Is the primary dif^„„ce fn the mr^iSbHStdtr*^^^^^^^ ™^
Tie esdmates by Urban Systems Associates ar. based •'PoL'Z^4TZ^:Z^i:::'^J^^'^''^-
Mr. Brian Milich September 7, 2006
projects throughout the United States. The method used by TJKM is based upon the theor. that drivers will take the shortest time route to and from a destination. cury uidi anvers will taice
TABLE 2: WEST VILLAGE TRIP GENERATION TO THE NORTH (12% OF TOTAL)
1,154 DWELLING UNITS
Plan
Area Use Units
Dally
Trips
Per Unit
Dally Trips
To/From
the North
3 SF 82 10 98
5 SF 15 10 18
6 SF 60 10 72
7 MF 201 6 145
8 MF 186 6 134
9 SF 34 10 41
10 SF 31 10 37
11 Commercial na 2925 351
TOTALS 896
The TJKM analysis follows the specific procedure below
.. We assumed drivers will always use the shortest time route between the start of their trip (origin) and where they are going (destination). P (.ongin; ana
' Mve TnH rIfn'"'^ ^'Z ^'""^^ ^'^^"g *at would use Edinburgh Dnve and Glasgow Dnve if there were no traffic cahning in West Village, because they represent the shortest distance and fastest route. ^ represent tfte
• The altemative routes are (the reverse is also true - the "to" direction ofa trip from the north)-
o from a Plannmg Area north to either Glasgow or Edinburgh
° vrageD:?::^::r^^^^^^^^^
° "rn^eS^dX" Sn" '''''' '''''' ''"^^^ ^ ^^^^^
' '''' ^'"^"^^ "^"^ ""'"'^^ Drive/Tamarack Avenue were
o Tamarack Avenue - between signals = 45 mph (66 feet per second).
El Camino Real - between signals = 55 mph (80.67 feet per second)
Edinburgh and Glasgow = 30 mph (44 feet per second).
West Village streets between calming devices = 30 mph (44 feet per second)
Specific delays were added for each calming device (10 seconds - see Appendix E)
Specific delays for specific movements were added as calculated by Synchro (see Appendix F)
The resultmg travel times are shown in Figure 6.(same calculations as in Figure 5)
Note that there are no average speeds of 55 mph on El Camino Real, or 45 mph on Tamarack
Avenue, because the average speeds are a function of both the freely flowing traffic between
signals as well as the added travel times due to congestion and delays for specific movements at
wl°t vm^''''"t^'T-"^ Areas were assigned to the shortest time route. Note that Plamiing Areas front
on West Village streets in more than one location, so in some Planning Areas, some ofthe 4s weTe
assigned to the north, and some ofthe trips were assigned via El Camino RealA-amarack
Delays at signals were based upon tiie analysis of 2030 volumes in the September 1,2005 traffic report
o
o
o
o
o
o
o
Arterial
• " ™ Shortcut
AM(PM) Signal Deiay
A—•B B—•A
Arterials AM 5'23" Arterials AM 3'11"
PM 5" 3" PM 3' 17"
Glasgow AM 6'27" Glasgow AM 5' 51"
PM 6'41" PM 5'56" Edinburgh AM 5'39" Edinburgh AM 5'24"
PM 5' 53" PM 5' 29"
/VOTE;
To calculate total travel time, add the free
flow segment times plus Intersection de/ays.
Calculations shown on Appendix F.
City of Carlsbad
Robertson Ranch
Comparison of Travel Times Existing Vs. Colonv/
West Village With Calming
289-001 - 9/8/06 - GK
Figure
6
Mr. Brian Milich
Fmally, tiie above procedure is tiie same as used by tiie autiior in the traffic calming projects in tiie Citv of
Campbell and San Leandro while employed by tiiose cities, and subsequently on oroi^^^^^
as a consultant at TJKM. In all cases tiie predictions of volumes, traffi? speeL ^TdrivertSavi™
quite close to actiial experience, before and after unplementation of traffic calmSg SgLs In a 1 ci es
^tii before and after data, drivers responded to changes in tiavel time between alteS routes
Basically, dnvers appear to notice differences in travel time when the difference is aswi 30 seconds.
tl^^^^ ^^T'^^T ^'^^^ observations oftiie effects of right tiims and ti-affic circles on travel speeds The *
mph show tiiat it takes drivers 20 seconds to travel 440 feet if thev neeH f« normal tiattic is 30
circle. The traffic cahning devices proposedlrC v C Sd ^^^^^^^^^ '
Glasgow Drive, and up to 90 seconds for tiie route comiecting to ElinburgS Drive
Figures 7A and 7B show the estimated daily volumes on Glasgow Drive and on Fdinhnrahr>^, -.u .
with a local access comiection to Tamarack Avenue extending'^sffrom Plai^in^^^^^^^^
seconds less than Glasgow as seen in Figure 6. The travel times are fSrly close in thraTnlThew t
Tu^sri^th^'^^^
^Z^c^fd^Er^a^rR'^^^^
reduction^53 percent for the 1,154 Dwelling Unit dtemative w^^
tiie^least effective is the 1,122 Dwelling Unit alternative without the Tamarack ComieX of 37 p^^^^^^^^^^
The estimates in Figures 7A through 8R are calculated without anv traffi. ..In^in. c^i-ate^i.. in The p.i.„„
Simple measures such as tiaffic circles at four-w.v inter.e.t;ons in The Cnlnnv 1.... .^Ifl'l^^^':.^.
seconds of tiaveltime on F.dinhnrph Should the..e me....ree h» ^^^ni^nirntrrl friffi ?,l l
BdinburgL With traffic calming on Edinburgh in The Colony s^fTs^^^^^^^
1,280, and in both Figures 8A and 83, Edinburgh h-affic wnnlH he i onn T^+OI 7 ^ . .' ^^8""^^ to
n^ffictraveling hito „d through The bolony ISeritl^eS^^d^^r^^r thelS "'"^^
potential mcrease. The tmyel time on local sheets between Tamarack Avenue and A VnT. /
ftom 16 seconds to ahnos, 3 minutes gr^te, even with the long delaytriTfttt^rT^S
Mr. Brian Milich
Pl=: ^^^^oT^^rJ^^^l.Tr.l^ between THe Colony and the
The planned traffic calming sti-ategies will work to discourage West Village traffic nearest FI r«n,in« p e i A
While portions of Plaming Ai^as S and 11 plus .1 oSi^S^^tTlO
City of Carlsbad
Robertson Ranch
CityofCarlsbad
Robertson Ranch
Total Daily Volumes in The Colony with Traffic Calmina in '''^"'^ raQQ
West Village 1122 Dwelling Units - With TamarackST^fi^n 7B
289-001 - B/7/0«TGI<^^^^^^^^^^^^"^^""^""'^^"'^"^""'^""^"""""^"ii™^»MBB™BI^^^I^^^^^ |^ ^
To Hwy-78
City of Carlsbad
Robertson Ranch
To Hwy-78
CityofCarlsbad
Robertson Ranch
Tol-U
NORTH
Not to Scale
Mr. Brian Milich September 7, 2006 20
l^L? T •! *° ^'^'"''^gl^ Tamarack Avenue are still likely to use tiie arterial routes
because tiie circuitous routes in West Village coupled witii tiie traffic circles will continue toZrTser^t aTonSr
fravel time - in otiier words, the new stieets in West Village are no travel time "bargain''rreXri^ Th^^^^
Colony, exceptmg tiiose closest to West Village in similar fashion to tiips to and from PlinTng ^^^^^^^ i n It
^our opimon tiiat resulting daily volumes in The Colony will be further reduced by some cTnfiSde^ us^^
ttHf '""T- ^'^"^""^ ^^''PP^"^ g° ««"th on El Camino R^d^sTt^is w^^^^^^
Findings
• The proposed traffic calming strategies for development m West Village will be effective in eliminatincr
cut tiirough tiaffic in The Colony. The "shortcut" northbound is betwefn ^6 econStr^os 3 n^^^^
longer tiian using El Camino Real and Tamarack Avenue, and only in the a.m. peak hour "the
soutiibound "shortcut" even close to the arterial tiavel time. At other times ofthe day, tiie solbound
route through The Colony and West Village will be 1 to 2 minutes longer soumoound
. The proposed traffic calming stiategies for development in West Village will also serve to discourage 37
IfisTr:;!!!^^^^^ "^'"^ ''''''' ^•'^ '^^P-'^-^ "P- the altSve
. It is tiie opinion of TJKM that tiie estimates by Urban Systems Associates for tiaffic reduction due to
fraffic calmmg stiategies are reasonable and valid, and most likely conservative
• Our estimates of total daily traffic on Edinburgh and Glasgow including all West Village tiaffic (all
purposes mcludmg school trips) are shown in Figures 7A through 83.
Detailed data and caJculations. plus basic modeling data attached in appendices. Also attached is a paper
wntten and presented to tiie Institiite of Transportation Engineers in tiie amiual meeting of Dist^ ct 6 iE
Portland, Oregon in 1994. The use of traffic calming to manage tiaffic in neighborhoofs^s wX ta^^^^^^^ as
effective, and has been practiced since the early 1970's throughout the United States. established as
Very truly yours,
Gary E. Kruger, P.E.
Principal Associate
Attached Appendices
Appendix A: Gary Kruger Qualifications
Appendix B: Calculation of Non-Local Cut Through Traffic Potential in The Colony
Appendix C: Traffic Calming Paper of Diverting Cut Through Traffic Out of Neighborhood
Appendix City Council Report, City of Campbell Regarding Diversion of Cut Through Traffic
Appendix E: Field Observations of Travel Time Increases Due to Calming Devices
Appendix F: Synchro Reports Regarding Signal Delays
Appendix G: Analysis Data in Project Model
J.\jurisdiclion\c\carlsbad\289-001\l090706_reporl.doc
APPENDIX A - GARY KRUGER QUALIFICATION
Transportation
Consuttanto
EDUCATION
M.S. in Transportation
Engineering, Villanova
University
Innovative Financing Sfiort
Course, UC Extension, San
Francisco, CA
Highway Capacity Update
Seminar, UC Extension,
IRidimond, CA
Fuel Efficient Signal
IManagement Program,
University of California,
Berkeley
B.S. in Psychology, University
of Pittsburgh
REGISTRATION
CA Traffic Engineer #474
PROFESSIONAL
AFFIUATIONS
Fellow for Ufe, Institute of
Transportation Engineers
(ITE)
Chair, Arterial Operations
Improvement Advisory
Committee, fWITC 1995-1997
Urban Consortium for
Technology Initiatives,
Member 1977-1980
World Conference on
Transport Research, Member
1985-1989
YEARS OF EXPERIENCE
45
GARY KRUGER, P.E.
Principal Associate
BACKGROUND
Gary Kruger has the ability to see the entire range of
improvement opportunities in response to transportation needs
and can clearly poitray how those improvements can best be '
implemented. He has extensive experience with large projects
having significant impacts on communities. Many of his pi-oiects
fiave involved difficult public issues. He has extensive
expenence with achieving consensus and public acceptance of
projects that were initially controversial.
Mr. Kruger's background includes 22 years as a city traffic
engineer in the cities of San Leandro (CA), Campbell (CA) and
as a senior traffic engineer for the cities of Seattle (WA) and
Pittsburgh (PA). His other project experience includes the
development of geographic information systems (GIS)
downtown area traffic studies, traffic signal systems, arterial
systems, corndor studies, transportation financing, general plan
circulation elements, access and circulation studies, trip
reduction measures, pedestrian/bicycle studies origin-
destination surveys and transportation modeling. He is an
instructor for "Fundamentals of Signal Timing" and also
Advanced Traffic Signal Managemenf for the University of
California, Bei1<eley. '
REPRESENTATIVE PROJECTS
Freeways/Corridors
1-580 Smart Corridor Concept of Operations Study
Pleasanton and Alameda County
Herndon Avenue Specific Plan Corridor Study, Fresno
County
Line 22 Rapid Bus Corridor Study, Santa Clara County
t-680 Traffic Operations Study, Alameda, Santa Clara and
Contra Costa Counties
1-680 Major Investment Study, Pfiases I & II, Alameda,
Santa Clara and Contra Costa Counties
1-680 HOT Lane Operations Analysis, Alameda County
US 101 from SR 84 to 92 Freeway Operations Analysis,
San Mateo County
Leweiling Boulevard Improvements, Phases I & II San
Lorenzo
Washington Avenue Interchanges, Alameda County
1-880 Traffic Operations "Mini Cornerstone" Proiect
Alameda County
Traffic Model for Arch/Sperry Interchange PSR. Stockton
Mam Street Corridor Study, Manteca
Gary Kruger Current, doc
Pager
PROFESSIONAL
HISTORY
1996-Present, TJKM
Transportation Consultants
1994-1996, Transportation
Administrator, City of San
Leandro
1988-1994, Traffic Engineer,
City of Campbell
1987-1988, Sr. Partner. Grain
& Associates
1985-1987, Manager of Public
Transportation Consulting,
Boeing Computer Services
1980-1985, Manager of
Transportation Planning,
Wilsey Ham
1975-1980, Principal
Transportation Planner, City
of Seattle, WA
1969-1975, Senior Traffic
Engineer, City of Seattie, WA
1966-1968, Traffic Engineer,
City of Pittsburgh, PA
1965-1966, Transportation
Planner, Parsons
Brlnckerhoff, Pittsburgh, PA
1964-1965, Traffic
Engineering Assistant, City of
Fresno
1959-1962, Traffic
Engineering Assistant, Fresno
County
HONORS AND AWARDS
Tau Beta Pi, Theta Chapter,
PA
1982: Best Technical Paper In
ITE Journal, District 6 ITE
Award
REPRESENTATIVE PROJECTS, continued...
TrafHc Signal Systems
• Regional Signal Timing Program (RSTP) for MTC
• TETAP Program for MTC
• Richmond Signal Timing Program, Richmond
• El Camino Real Signal System Upgrade, San Mateo
• City of Campbell Signal Interconnect (25 signals with
Generation 1.5 software)
• Main Street Signal Timing, Manteca
• Pittsburgh signal clearance internal evaluation (special
clearance inten/al using an overlap of green and yellow
phases as a simple count-down strategy)
Traffic Studies, Traffic Calming, On-Call Bnglneering
• Pleasant Hill Road Project, Pleasant Hill
• Traffic Calming Policies, San Leandro, Campbell, Salinas
Los Gatos
• On-call traffic calming services, San Jose, Los Gatos San
Leandro, El Cerrito
- Midtown Parking Access & Circulation Study, Palo Alto
• Blossom Hill Traffic Calming, Los Gatos
• Traffic Calming Projects, Fresno County
• Los Gatos Boulevard Traffic Study, Los Gatos
• Ford Plant Traffic Study, Richmond
• Stanford Road Project, Santa Clara County
• Master Plan of City Streets, San Leandro
• Davis West Specific Plan, San Leandro
• South Boulder Transportation Plan, Colorado
• Basconi Avenue Median in Campbell (accident reduction)
• E. 14 Street Median in San Leandro (accident reduction)
• Santa Clara County Traffic Data Management System (includes accident database)
• Traffic Effects Analysis of Portland Transit Mall, Portland
• Design Report- Byron consolidation arterial, Bellinqham
Washington
' "Magic Carper evaluation. Seattle Washington (initiation of
free transit sendee within downtown Seattle)
Expert testimony, 1-90 Environmental Impact Statement
City of Seattle
Evaluation of Hi-Dro cushions in Seattle (accident severity reduction) '
O-D Sun/ey, Before/After Free Transit Service. Seattle
Bay Street Parking and Circulation Study. Fremont
4 Street Garage Access and Circulation Study, San Jose
Gary Kruger Current doc
Page 2
APPENDIX B - CALCULATION OF NON-LOCAL CUT THROUGH TRAFFIC
POTENTIAL IN THE COLONY
1.EGEN0
received
v- T-
CO(N lO
10 (33)
59 (267)
El Camino Real
O
City of Carlsbad
Robertson Ranch
Traffic Counts for: Transportation Analysis for Robertson
Ranch. September 1. 2005. Fiours. ^.^^..^ 3.6
NORTH
Not to Scale
Appendix
APPENDDCB
METHODOLOGY FOR ESTIMATING SHORTCUT TRAFFIC DEMAND
TJKM i^ed the 2005 tiaffic tiiming movement counts in Transportation Analysis for Robertson
Ranch, dated September 1, 2005. Figures 3-5 (Existing a.m. peak traffic) and 3-6 (Existing p m
peak ti-affic) were used. SH-"-
There are several assumptions in this metiiod:
1. The fraffic "sent" from the intersection of Carlsbad Village Drive/Tramarack tuming
left to soutiibound EI Camino Real is in direct proportion to tiie proportion of left
tums from Tamarack to soutiibound El Camino Real.
2. The proportion of northbound El Camino right tiims to the total traffic "sent" from
Tamarack Avenue to the intersection of Carlsbad Village Drive/Tamarack Avenue is
m direct proportion to tiie total tiaffic "received" at Carlsbad Village Drive at
Tamarack Avenue. For example if 25 percent of all tiaffic sent forni El Camino Real
at Tamarack is from northbound EI Camino Real right ttiras, then 25 percent of all
fraffic received at Tamarack/Carlsbad Village Drive is from these right tiims.
3. The typical a.m. peak hour proportion to daily tiaffic is 9 percent.
4. The typical p.m. peak hour proportion to daily fraffic is 10 percent.
To estimate total daily traffic from the sum of a.m. and p.m. peak hour tiaffic you
take tiie reciprocal of 19 percent times tiie combined a.m. and p.m. peak volumes or
5.26 times this volume. '
The inference is tiiat drivers heading towards El Camino Real/Tamarack from the
intersection of Tamarack/Carlsbad ViUage Drive and tiim left are drivers tiiat would
use a shorter route if it were provided, such as a direct comiection from either
Glasgow Drive or Edinburgh Drive to El Camino Real/Lisa.
The inference is that drivers tiaveling north on El Camino Real and passing Lisa
Avenue, tiien tiiming right onto Tamarack Avenue to Tamarack/Carlsbad Village
Dnve, are drivers that would use a shorter route if one were provided between
Lisa/El Camino Real and Tamarack /Edinburgh.
TTie combination ofthese pattems is the estimated daily "demand" for a shortcut
through The Colony if a continuous route existed.
5
APPENDIX C - TRAFFIC CALMING PAPER OF DIVERTING CUT THROUGH
TRAFFIC OUT OF NEIGHBORHOOD
Campbell's Eclectic Approach to Ndghborhood TrafRc Control
Gary E. Krugea-, PJB„ City Traffic Engineer, Campbell, CA
CAMPBELL HAS A REPUTATION IN SfLICON VALLEY
The City of Campbell is notorious throughout Silicon Valley as a community that uses innovative
and nnntraditional engineering and enforcement strategies for controlling o-afTic. The city received the
1993 Helen Putnam -A.ward of Excellente ibr Pubiic Safety for its creative enforcement program which
includes photo radar, citizen radar, a radar trailer, radar drones msi "Officer Gregory" \a, mannequin
dressed m m officer in a parked police car). On fhe engineering side, the nity has installed speed humps,
traffic circles, median islands, a woonerf and traffic diverters w reduce cui-tiiJt)ugh and spwsding traffic
OB local access sarscts. The city's approadi is sciscric in that staff in police Mid engineering are aware
of a diverse range of enforcement aod engineering strategies to address r-.^^ighborhood traffic problems
ia citiis throughout the West, .Almost anything goes,, hut the emphasis is os n-iatching the oorrect strategy
to the problem. This paper will discuss a successful project in detail, thc Cenixa! Avenue Neighborhood
Traffic Mitigation Program, and will also discuss work in progress in two other neighboitioods.
/CAMPBELL'RECC)GN!2ES POUR T^TES;:OF :NETgHBQRHOQD TRAFFIC' PROBLEMS
CampbeU characterizes neighborhood traffic problems as foui' genaral types:
1. Arterial Cut-Thmugh Traffic, where commuters use local streets to avoid congestion.
• 2. Speeding, which can be integral with the first problem, but can also appear alone on
relatively low-volume local access .streets - thi.s is the most common problem.
3. Tmck Intrusion, a problem which 'is especially stimulated by sirip commercial, median
islands and inappropriate mixes of land u.ses.
4. Commerciai Parking SpiU-over. which is the result of land use <leci,^ioas of iong ago
which did not anticipate modem parking demand, or of scrip commercial along aneriaj.s
with single family iand use directly behind the CDmmercial uses.
The dematK! by residents ibr "doing something about this awful traffic mess" is literally an
infinite quantity, .'^s with other fraffic confrol devices, neighborhood fraffic conditioos should be evaluated
with some sort of warrant system that sets minimum thresholds for official action. Is Campbell, we have
develo[)sd the following thresholds to determine whether a traffic condition in a neighborhood is a
"problem" warranting flirther investigation and action by staff:
• Volumes greater than 1,200 vehicies per day on locjd access streets and greater than
4,000 vehicles per day on minor coUeaors are signs of cut-through traffic.
• 85th percentile speeds greater than 30 mph indicats a speeding problem.
• Truck volumes exceeding 1% of all traffic on local access sfreets (about ren psr day;
indicate a need to restrict fruck access on local access sfr-ists,
• Parking occupancy at the curb greater than 75% for over 6 hours per day is an indicator
of commercia! parking spill-over (in this city witii generally sufficient off streel
residential parking).
In many instances we find more than one of tiie above criteria mtt. In cases wbere more than one warrant
is met, the probltMQ receives a bi^ar priority.
Each type of problem receives a different type of response. The natural response to tincfc and
parking problems is to post signs restricting trucks on tbe local streets in question, or to establish pennit
parking (requires a two-thirds majority paltion plus official sanction frora city council). Speeding
problems are rootinely routed to the police. For ^^proximately one year, the poiice foUow a schedule of
escalating sfrategies in order to controi excessive speeds. The escalating actions are:
• Post 25 mph Speed and "Special Enforcement Area" Signs, which is a sfrategy to catcfa
the attention of drivers who Hve tn the area.
• Placement of tiie Radar Trailer, in which the frailer is parked for a week or two each
month over several months in the neighborhood with no other police presence. Speeds
are monitored, and if tiiey are reduced to acceptable levels (say 85di percentile of 30 mph
or lower), there is ao fbriher aclion. Only one in five neighborhood traffic problems
persist beyond this stisp. ,
• Citizen Rad;u- and tiie Radar Trailer, in which several radar guns are loaned to residents
(who are frained and also sign an agreemcait with the city rsoarding appropriate
behavior), wbo tiisn observe fraffic at. critical times and report time atid Hcense number
of flagrant violators. Escfa "violator" then receives a letter from the chief of police
informing tiiem they were observed by theif neighbors driving excessively fast.
• Radar Trailer and Photo Radar is used when lisser efforts do not result in desired
reduaions in speed. These are used over a three month period, aad, if significant
numbers of citations are Issued, tiiere i.s usually a permanent reduction (over one year)
in excessive speeds.
• Enfjrineering Examination, a stqp that is taken only when all education and enforcement
efforts have obviously feiled. The city emphasizes education and enforcement to
encourage appropriate driving behavior on residemial streets, but in instances of ssve.'-e
cut-tiiiough fraffic, these alone have not proven to be completely effective.
If the problem goes through aii the .steps above and remains a problem, the city tiien pursues
traffic engineering sfrategies. The Central Avenue Neighborhood Traffic Mitigation Program is a good
example of the process.
THE CENTRAL AVENUE NHGHBORHOOD TRAFFIC MITIGATION' PRQflRAM
From 1980 until 1988 tiie residents of Central Avenue, a half-mile minor collector, had petitioned
city council at least five time,*; to reduce traffic volumes and speeding on tiiis popular ihon cut route tt>
and from Route 17 freewzy. The city had responded with stepped up enforcement, all-way stops at most
intersections and two fraffic "chokears." None of these responses had any effect on the volumes or speeds;
in fact, speeding and volames increased during those eight years. Tne city had no formal neighborhood
program untii 1990, and tiie steps taken irom 1980 to 1988 were aaeinpts to be responsive to tiie
residents and yet not go apprsci^ly beyond standard controls in tht Caltrans Traffic .Manual. The
instailation of each all-way stop was discouraged because they obviously didn't work, but popular demand
carriad the decision each time. In response to the fifth petition, however, the city decided to take a closa*
look at what was going on in the neighborhood.
The petition l^d out tibe issues rather dearly: i) fraffic volumes of 6,000 vehides per day on a
36 foot wide sfreet were jmt too high fbr a quality neighbQrh<K)d; 2) truck volumes and noise were too
high; 3) some drivers were crazy and were driving at freeway speeds - and this was very disraptive; and
4) the existing confrols didn't work and were therefore a nuisance. Wiat tiie petitions wanted was to
close virtuaUy ail sfreets in the neighborhood, or make the sfrsi* some kind of one-way "maze" that
would confound die cut-through drivers. • ' .
City traffic stafl"deiermined to carefully measure and quantitativeiy assess the true extent of tiierie
issues. Accordingly, and this turned out to be tiie most inyvortant aspea of the entire project, a data
collection effort more jqjpropriate to a freeway bypass mute was undertaken. In die roughly one quarter
square mile area, staff made week-long directional volume counts on each block, collected both radar
speed checks as well as week-iong machine speed and dassification counts cm each block, evaluated ten
years of fraffic accident and traffic volume data on tiie neighborhood sfreets as weli as the surrounding
arterials, aad a»mpleted a roadside origin-destination survey of one-fourth of all entering and atiting
traffic on all streets in the neighbortood. Speed and delay rans were made on tht alternate merial route
as wdi as on tiie neighborhood shon cut routes, and service requests, work oroers and ^1 correspondence
were compiled from 1980 to 1988.
The findings were astounding:
• Volumes in the neighborhood streets, and especially on Cenfral Avenue, had grown in
^most direa proportion to the volume."! on the arterial streets (about 2% per year from
1970 tiirough 1988), and ya thca'e had been no significant devdopments wiihin the
neighborhood. Traffic vohimes were over 6,000 vehicles por day on a street tiiat
generated no n«)re tiian 2.000 vehide trips daily, and were above 2,000 on many inlernal
; sfressts, \-•••i.•, • •••'•^"'•.^ :"'';v^"r',
• Accident rates were quite low, only 4.5 accident"; per million vehide mjles of travd. The
aJl-way stops had no effect on accident rates over the years.
• Truck volumes exccsded 200 dailVj with at least 50 tractor-trailer rigs.
• Average speeds ware M to 35 mph on the relatively narrow sfreets ("for Campbdl^, witii
85tit percentile speeds approaching 40 mph. There were at ieast 50 vehicles daily
:exceeding 50 mph on Cetttral Avenue. ' :
• Speeds could only be confrolled for a couple of days beyond almost total police presence.
• A little over 50% oftiie 10,&3Q vehides entering and leaving tiie neighborhood dally had
neither an origin nor de^stination wilhin five miles of the neighborhood: these were
/•••r. dassified as^l^througfi'traffic.". ^
Traffic engineering s;aff then convened z groera! neighborhood meeung. Notices were sent to all
residents in the neighbDrhood as weli as residents in neighborhoods adjacent to the Central Avenue
.Neighborhood. The meeting was wdi attended, and the results of the study were explained as well as
alternative .sfrategies to mitigate tiie probleras. At no time were street dosures or one-way maze strategies
mentioned as acceptable, solutions; tiie dty's policy preference was to ieave ali sireeir, open and tvk-'o-way.
Basically, tiie short cut saved about two minutes of commute fravel time to and from the freeway,
because intersections along Hamilton Avenue and Winchester Boulevard operated Jt LO.$ F during
morning, noon and afternoon peaks. The idea presemed to the residents was to add at Icitst two minutes
of very uncomfortable driving to the shortcut rmite to divert them back to the overloaded arterials. As
wdi, an analysis revealed tiiat signals on the adjaceia arterial routes could be effectivdy coordinated (time
base) and retimed to save about 60 seconds of fravel time. The means to add the two minutes were fraffic
circles and speed humps, but not ordinary speed bumpsl
Traffic cirdes were proposed at sweraJ all-way stops, and tiiey were to be constiuaed in sudi
a way to virtually fill tiie interseaion, forcing a slow negotiation around the circle. Speed humps were
then placed about 150 feet from the fraffic cirdes or olher ail-way stops. The pl^ement of die humps
so dc-je to the cirdes and stops guaranteed that drivers wouid creep betweesn tbe humps and cirdes, aiui
also creep around the cirdes. Altiiough mXi Itgaliy allowed nor enforceable, stop signs were instaiied at
each speed hump. All in all, each cirde added aboait 20 seconds of tiavel time, and each hump added
another 30 seconds of fravd time, considering the 10 mph xp^ds between tiie hump and cirdes and all-
way stops. In addition, for the pilot project only, up fo 30 seconds of delay wa<; added to tise signal
detectors at Hamilton and Cenfral. These concepts were debated by ttie residents in Uie first, and in
several follow-up meetings, but the rationde evenmally became quite clear due to tiie extenisive data and
infortnation csolleded in tbe initial study. Police and fire reportijd that response times for fu-e and
ambulance .services would be impacrted by an additional 30 seconds on the average, but tiiey did not veto
the program. A mail-back survey revealed over 70% acceptance to implement a pilot smdy fbr six months
(over 90% on Central Avenue itself), and coundl approved the design with a major modification; at tiie
iasi.«!ieRce of residents on Monica Lane (parallels Centtal Avenue), fwo speed humps and drdes were
ddeted from the pUot project. Traffic staff predicted tiiese deletions wouid result in an additional 400
vehicles daily on Monica Lane, but this was not a persuasive argument to tiiose residents. Council
stressed fljat tiie fraffic problems from one sfreet sbodd not be displaced to anotiier local streel.
In May, 1989, the temporary traffic controls were placed. The effea was immesjiate; speed.s
dropped to an average of 21 mph with no ^eed in tiie neighborhotid greater tiian 30 mph. Volume.^
: dropped to 2,900 on Central at Hamilton within a couple of days, and to Iowa- tiian 1,000 one-half mile
to tiie north. Placement of tmck restriction signs eliminated tiie truck traffic. Some cut ihjough traffic
did rdocate to Monica Lane, but the resulting volumes remained under 1,200 vehicles per day, tiie
threshold for defining a "problem." Therefore, from a policy standpoint, die pilot project did not
"significantiy impact" nearby sfreets.
Media coverage was quite high during tiie entire pilot pr<:)gfam, and many ofthe 3,000 displaced
commuters were able to express both degant (mi sometimes inelegant) objections to the program in
letters to the editor of the San Jose Mercury Mews as wel! &s in direct quotes to reporters covering tht
issue. Support in the neighborhood remained high, altiiough there were tbe inevitable adjustments. 7"he
pilot program was steaded over an eighteen month period. At tiie end of the eighteen montii period, staff
took anollier survey and found that suppon for tiie project remained over 60%. with over 80% suppon
on Cenfral Avenue. The homeowners adjacent to tiie humps, howevta-, wanted the humps relocated to
be in front of "someone else's house." Altiiough staff had contacted abutting property ownets about tiie
propo.sed bumps, it became necessary to makts the hump location decisions on technical considerations
and hold to tiiem, because no rme wants extraordinary traffic controls in front of their homes. Council,
in October, 1992 improved the permanent installation of tiie cirdes and speed humps (.«;an.s; tiie stop signs),
and thc Engineering Division designed and managed tiie construction of the permanent improvements in
1993. Traffic conditions have remained consistent with volumes and speeds recordetl just afrar initiation
of the pilot project.
During the pilot program, a major home improveinents destination retail store was proposed and
^proved at anotiier of die neighborhood intersections. Part of the project involvt^ tiie installation yf a
traffic signal on tiie artfiri.<il, Hamilton Avenue. The signal provides advantafa.)us access to a metered
freeway ramp, and eariy on it was ddermined that cut through traffic would return with a vengeance.
One of the mitigating measures was the construction of a very expaosive woonerf (including iwo added
speed humps along the block ^preaching the signal) that was to serve to dj.<;co«rage cat through traffic.
The woonerf was installed at the same time the permanent ttaffic wmtrols were instaiied oft Central
Avenue, and traific volumes have remained unchanged from before constmction of the store and new
signal.
There were several keys to the success i>f the project:
• An analysis and diagnoses of ail traffic condiriorK was made, including forecasts of likely
dianges in fraffic volumeis and speeds for each of several altensativs pians.
* Specific fraffic controls were designed to addrm die specific traffic conditions in the
neighborhood within certain poiicy consttaints (ie,, do noc dose streets, and avoid
complex, one-way mazes). The controls were designed, explicitiy to remove the
advantage w shon cutting through tiie neighhorhoud. Tlic mission and objectives were
dear to ail concerned, and the poiicies supported by the city were explicit at aii times,
;,: . ;Ckffldit3Qiis:ye :the wrroiinding; artd:'i|i3 w^e:;iai^ :td:;^b<>fe #mct :the Ish^ cut
drivers as wdi as to accommodate their increased number without funher reducing the
poor LOS on tiie arterials (since tiien other improvemeau; have furtiier improved LOS
• ::i.;ft^ F.fo:i>'{jn :HamiIt#;a^^
• The residents demanding specific solutions wers walked through the facts regarding
traffic understood and believed the predictions of likely traffic impacts of alternative
pians, and sup^rted the staff recotmnendatttm ro council. Surveys were made of ali
likely affected residents, not just tiiose living on the streets with a problem.
Projects such a$ tbis take an iiuirdiaate amount qf staff time. This project, not including the
design and construction management work by the Engineering Division, took approximatdy 3000 hours
of work from start to finish, most of whidi wa.s in responding and managing tiie community process, with
data collection and aaaiygis requiring no more than 400 hours.
O^I#mER--PRCMfe<STS;;IN
Caropbdl has no favorite sd of traffic conirol devices for neighborhood fraffic probieins. Ratiier,
tiie city considers aimost all availabis ideas that iiave been used dsewhsre. iiad onl)' after a ratiier
oomplete analysi.i; of traffic conditions and neighborhood sentiment, is staff willing to come forth widi
specific Ldca£ for a spedfic simation. Campbell has ciosajl .streets ii: the past, and is proposing clo.sure
at this titne on We.<!t Parr Avenue. .Another project that is now under construcfion. is the new median on
Bascom Aveuue which was originally proposed as an arterial projecl (it is ISTE.A funded), and wound
up serving both tiie safety requiransnts on Ba.scoirt A'.'cnue as well as controlling cat through traffic in
the neighborhood just ro the east of Bascom .Avenue.
West Parr Traffic Cio,sur&: In this projea we also found that about 35% of ail traffic on tiiis :
"loed accass" sfreet (volumes approaching 5,000 vdiides per day) were through frips. The street is tite
boundary berween Campbdi and Los Gatos, and devdopment policies have nut been coordinat.ed between
tiie two cities. On the Campbdl side are single family, large lot residentiai properties, while on the Los
Gatos side is a community hospital - induding tti; emergency entrance, medical offices aod apamnente.
The higher intensity uses in Los Gatos aie diredly responsible for 500 addiiional frips daily, about 19%
of all fraffic. Once again, staff took complete studies of traffic condilions induding origin-destination
infonnation. Once tiiis information was available, it wss possible to predict the dianges in traffic for tsn
3ltmiiaj.ve plans whicii have hsea presented to tiie residents in several community meetings at die
hospital. Los Gatos and Campbdl staff have dosdy cooperated in ail aspect of die study. After eighteen
montiis. the only plan Acceptable to tiie majority (about 70%) is the complete dosure of West Pan-
Avenue. The predicted changes in traffic show a decrease fitjm 5,000 vehides par day to about 2,000
east of fte dosure, and i,400 west of the ckisure. The pilot project is to be six months in duration with
a foifow-aip survey of both ttaffic dianges and commumty opinion taken die fifth month after
iroplemfintaiion. Hie complications in this project indude tiie joint jurisdiction of two cities and the
differing land uses an the two sides of the stteet. The commerciai uses, of course, want the direct acrsss.
and tiie high voiuBiK, speeds, tracks and emergency vehicies are not seen as a problem. At the time tbis
report is written, the Campbrali City Coundl has approvad a trial, six month dosure subject to a similar
resolution by the Les Gatos Town Council. The pilot ptoject would he implemented through Uie simple
jJacemeot of signs and Type Iff barricades. Fire and police, but not amlsilances enrtiute to the hospital
(tbe emergency enttance is also accessible via a parallel artsa-ial one block soufli), would be permitt&l to
drive around tbe barricades.
: Basffom, ISTEA Median and Arterial Improve-ments: Wben ISTEA funds became available in
1992, the city proposed a project on Bascom Avenue (six lane anerial with 55,000 vehides daiiy) with
.several objective.: I) install two new signals for pedestrian and neighborhood access onto and across the
busy arterial; 2) provide a median to replace tiie two-way left uirn lane which is directiy responsible for
an accident rate more tiian double tiie city-wide average for arterials; 3) provide dass II bike lanes and
bike dsteaion at all signals along Oie route; and 4) interconnect tiie sisals and implement traffic
r^ponsive coordination. The original objectives had littje to do wiih neighborhood fraffic. However, staff
decided to notify ail people witiiin one-half miie of Bascom on eitiier side throughout the city, and invited
all to scoping meetings at city hall in December, 1992. What happened was astoundisg; over IOO angry
residents for each of t%-o nigjits of meetings showed up and railed at the prospect of aew signais further
encouragii^ cut tiirough ttaffic oo tiieir sfreets. Staff took carsfol md copious notes and promised further
meetings in January, 1993. Tbe signal locations and median openings were rsdesigned to provide only
U-turn access to neighborhood streets to the east. An alternate street on the west side of Bascom whhin
200 feet of tihe originally proposed signal was chosen as a new signal location (fortunately, it met
warrants). Tbe foUow-up meetings ic January resulted in almost anaaimous citizen approval of the re^'ised
design. "Before" smdies have already been taken in this neighborhood. The project goes to constnidion
in May, 1^4 with completion scheduled in November, 1994. "Aftar" studies are sdieduled for March,
1995 witii a report back to lhe commttnity by summer of 1995.
^cQNCLusioN: ':
Campbell has a neigbborhcBXl fraffic program based upon successful programs from many other
cities induding Seattie. Portland, Danville, Bdlsvue, and ths Orange County Sheriff's Department,
among others. The city has oo favored traffic control device other than avoiding physical construction
and controls until it is demoasfr^sd that education and enforcemsait alone cannot do the job. In about
80% of all request.<; coaceming neighborhood tratfic, the police .response is ail tiiat is necessary. On tite
engineering side the city has a warrant system for determining whether the problem is worthy of a
response. If there is a "problem," fraffic engineering staff carefully defines the issues, measures and
anaij'zes any fraffic problems, and thsn shops around for Lhe best availabte sd of sttategies to match wttii
ths problems as defined. The city reachss out lo the residents and involves them in each stqp, and aiso
re-quires a super majority (67"%) before authorizing pilot projects to control traffic, because support for
fraffic controis a-odes during the life nf a pilot project. This comprdiensi\e and ededic ^proach ha;:
resulted in unanimous council support for aU projects brought to tiiem, and in over 70% communiiy
support for mitigation projects eitisr compietsd or in progress.
APPENDIX D - CITY COUNCIL REPORT, CITY OF CAMPBELL REGARDING
DIVERSION OF CUT THROUGH TRAFFIC
< ':!V ('/-Cumlitw!
City
.» It.em;
K^OUflCtL Category: Consent Calendar
EXate: June 16, 1992
Report
(Resolution/iioll Call Vote)
• Adopt ^the, att^arJhed: ::Hesol«ti.on •:auth<2rizirig^ ^a^^ -Mgineer to
.jproceed., Mtfe. Infonaal.. :coatractlng- procedures- .for titeVoonstructlbn
OISCUSSIOK
P9ckqround. Staff made extensive studies in the neighborhood over
p..the^:past^twelve-::^a
the speeding and cut-through traffic. The amount of traffic cont-ol
and traffic enforcement in the neighborhood was increased several
^imes between I380 and 1988, all with little effect on excessive
traffic speeds and cut-through traffic volumes. By 198S the staff
.:had posted all-way stop signs and chokers at all but five
fS^rtS^illi"'*^^ neighborhood in response to several petitions
.::;:*3roni::i ^s^^eiits-af rtsBi;:: ;i98:o. r :on..::in::;: 198;8::::v:Staif :,:i^receMed^^^^^ •
.stop signs had not had the desired effects, and demands were made
.::::.^fpr,,::.tiis:,ci|y.:,;^^^^ at '
After new and comprehensive traffic studies, staff develooed an
.alternative plan that recoroaended additional all-way stops ^peed
hujops and traffic circles to control speeds and eliminate the
usefulness of the neighborhood streets as a comamter short cut. The
added stop signs, humps and circles were designed to add about two^
;;;minutas:to: vth^;:::;Mshort^^
^convenient., altern^te.-coiiiBmt^r:'rotite. ifit:.^
Kfte.T a public meeting attended by over 90 residents to rev-'ew the
staffplan in February, 1989, a pilot prograro -^as approved by the
vCity Council, and new, temporary traffic controls were installed in
May, 1989, As a result, traffic entering the neighborhood was
reduced by 40%, and 90% of the cut-through traffic was eliminated
:!me;number of vehicles on Central vas 6,000 vehicles daily south of
David before the new traffic controls were installed. Af^er the
^T^^ilflT.^i.^^^ ^^^-^'.^""^^^ traffic on Central declined to about 2,900 vehicles daily, aore than a 50% dec^-ease As of April 1, 1992, vo.luffles on Central have remained at "2 900 vehicles daily. '
Central Avenue Neighborhood Traffic Mitigation June 16
Perinanent Iaprovements - Plans and Specifications '
• • cStfols S'^^'^ ^r.^ome ^vminor •'problems: with ^he>t«iorai^ 2 H i ' ^ follow-up study, made in the fail tv^ TOOQ
S.fc4^Z"2f in^ February", '^^^o'to aei.» n4
wtiet;ner:^ftanges in .the traffic ,controls should^ be ^made:^-^ i t '-^^^
a result of that meeting, staff reported to co^^ll lith th^
recommended changes. The councii concurred and agSld to r^o^e
fpiJSiiS remainder the'
; staff then conducted additional traffic studies in the rsir r,*-.00^
, and rei^rted the; results to council ir. ^SS,^^
. accepted exter^ive public -commants .whether toS^ o^ri^ove^sSi'
^^^•^,^^^^^ol^-.:On::thB basis of the large-mailrl^
retain^ all Mie .remaining controls,- councU • ^tS to^
controls :permanent..Council directed staff: 1^ tTStaSl^^nSS^^K; ^
... some . continuing, ooncerns... ."••.^M —« itsasoive
:,A:resurvey ..in August, ,19sr. after'-the stop: signs • were • rem6v*f!-S-f-
: mai-prity: Of: r^xdents Wished to-retain the humps^ and-c-f re3W f«-, plage J3ver, 50f want:; both; humps Vin -this: blocK' il^tSmb? •
- Ss unSScessm"^gif^^.^^^^-: :north of: Harri&% cintil was unsuccessful. Staff also resurvey ed Monica' res-ider>*-«-: new controls :.are des
. 2*ie xjsid^nts on .; :David, :;^^^ ^iU ^i^h that ^i^^Sd^a - ^
closed between ^ Monica ^ and ::Gentral. Staff is contSaiS ^ I^SSate ^
•f^'oS^ll'S-^'S.S^^^^ Staff^proposajS'Srbe-hgSght ' •conSSiSionf .^^ «xth: affectecj;,.:.. residents :for Council^ .
Other tiian. the^ David Avenue controls,: staff recommends o-oceedi•
,:witb. rhe permanent - installation of existing^ conSS on ?entra?^^^' -
Diagrams^l^nd,2 showing::the traffic circles.: and lSSram^3^SowK;-^
Sjo??!''"'" -^i^ied curbs :at the ^s ^^SSS^ W^fi ^
central Avenue Neighborhood Traffic Mitigation June 16 199?
Permanent Improvements - Plans and Specifications
sufficient-funds,are 1^ .in the existing Qperatin«'budffAi-Program;.: 72.1;:,,:;a;rap^^ ,,,,9;,,^era«.r^
Staff :::w.iii::;agsMV^ '^^^^^^^e^'^-tisuncii-
ready for .any :further ^work .:on,:ri3avid.:Avenue:.::: : ''''''^^^^^ sre
..:Erepared ^''^MB^^M^^^^
Trarrxe fingi^^er^iubK Wks. Dir. ' City~kanager"
;Atta:c^inehtvsi;;;;: :|iesQi-utiony\
.;::::-/V--: v: Qii a grams ;^ .f or^; Permanent: Impro-v^iE^iits y. ic&TikxM'Me:.
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TRAFFIC CIKCLE/:STRIP1NG DETAD
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RESOLUTION NO.
S^SOLUTION OF THE CITY COUKCIL OF THE CITY OF CAMPBETT
AUTHORIZING THE CITY ENGINEER TO PROCEED WITH lOTOI^L
CONSTRUCT PERMANENT IHPHO™ f^f FT^
. ^ -•THE.cENfmL :mEmE :^TRAFFIC . MITIGATION: : momm^ :'
SuL%%^Zf .^^^^^^^ eentraf AvIL'e^iSfS;
: .:the .,neighpc>rhoQd ;:resident^^
NOW, THEREFORE, BE IT RESOLVED by the City Council of the citv
Campbell that the City Engineer'^is hereby autiorized tl pJoceel
Sfr^!!^'''^^^ contracting to construct pemanent improveieSS
the Central Avenue Traffic Mitigation Program. ^P^^^^^enrs ro>
;:I*ASSID:::^B.;.:ADOPTE0: -this •:•::':•: :^
; following v roll:;;-dal 1 ^v.oteK"'^
• f;.:. AS;E^;| :,.:;,,::;-,; r:-£?oxinciim^^
:; r :KQES::!f:;;;C--::':^CbunciliMinb^s:-^
lk--kfi ^^^^^^jfi .:.:^oa»cilieKb^^
:J''-''':V'::-:ikTTEs¥;:^-^"^^^^^^
;day;.;::of:: 1392, by the
APpipVUi.:;
. Barfeaira; :,K^e;,,:;;:city:;Cle^^ Donald R, Burr, Mayor
APPENDIX E - FIELD OBSERVATIONS OF TRAVEL TIME INCREASES DUE
TO CALMING DEVICES
APPENDIX E: FIELD OBSERVATIONS OF ADDED DELAY FROM TRAFFIC
CALMING DEVICES
The averse speed on local residentia] sfreets is typically 30 mph*, or 44 feet per second. In a
sti-aight line along such a sfreet a motorist will fravel 440 feet in 10 seconds. Ifthe motorist has
to tiim right or left around a sharp, right angle comer, or negotiate around a ti-affic circle with
stops on all approaches, the need for slowing or stopping, tiien accelerating back to 30 mph adds
some 10 seconds on average to the total fravel time, so going 440 feet takes 20 seconds.
Field observations were taken at two locations in tiie San Francisco Bay Area:
1. Almarida Avenue at David Avenue in Campbell California, a traffic circle with no
stop signs on any of the approaches
2. Leweiling Boulevard at Heron Bay in San Leandro, California, a sharp right frirn
through a fraffic roundabout with no stop signs on the right tum approach
A distance of220 feei was marked off on the approaches to the traffic circle and roundabout. 'ITie
travel time for approaching vehicles was recorded for each location. In the San Leandro location,
unfortunately, tiie roundabout is on private property, and TJKM staff was nol permitted to
complete the observation of 25 approaching motorists.
The data in the tables in this appendix indicate tiie results. The average travel time for 220 feet
including tiavel halfway through the right tum was 10.1 seconds for 220 feet. The entire travel
time for 440 feet would be 20.2 seconds.
The fravel time for the 220 feet approaching the fraffic circle in Campbell is 8.3 seconds, or 17.6
seconds overall, 7.6 seconds of added delay to the 30 mph steady speed. If there were stop signs
at the approaches, the fravel time for tiie fraffic circle would be at least 10 additional seconds over
the steady 30 mph speed. While there are other traffic circles in the vicinity with stop signs on
each ^proach, there are also speed humps witiiin 150 feet ofthe traffic circles, and these further
slow fraffic to the extent that a ixue measure of just tiie affect ofthe fraffic circle on delay cannot
be determined.
For all intents and purposes, tiie average of 10 added seconds of delay for each fraffic calming
device proposed in Robertson Ranch, West Viilage, is a reasonable assumption for estimating
fravel time on the circuitous routing of local access streets.
* Radar speed sur\'eys and week-long machine speed counts on 32-foot to 40-foot wide
residential streets with a 25 mph prima facie speed limit yield average speeds of 29 to 33 mph
witiiout calming. The 85* percentile "critical speed" on these types of street is typically 5 mph
higher, or between 34 and 38 mph. TJKM uses 30 mph as a reasonable average speed for analysis
of minimurn paths tiirough neighborhoods.
Looking south on Almanda. Campbdl, C.A.
Looking south towards Almarida Circle. Campbel], CA
i Lodging - f |.'| Dinirig ^
^ Roads
te£ Terrain
•••mmmri'. 'iW-•
dm,,.| .ai "I'Andov!$,,,[ j:^M crosof,., .j^^Google... ,^ 3-31:^1, 9:4.5 AM . .
Location: Almarida Circle. Campbell. CA
Direction: Southbound on Almarida towards roundabout
Distance = 220 feet
Sample Travel
Number Time (sec)
. :-:-'"-1;.:
•v-.-;^'.::2--: 8.3
3 8.6
4
5 •..::-8:9;::-";:
6 9,8
7 7,8
8 8.6
9 7.6
10 8.1
11 8.4
12 7.8
13 ..- -.7.4;.?-.::..,
14 ::::;7.2-:--.:
---l.-;1'5 - •:A.:7^6----
.16 , 8.5
^-•.:.---.::1,7 : 8.0
••:. te • 8.8
19 7.6
20 7.5
21 7.9
22 8.3
23 10.4
24 8.2
25 8.4
Average a.3 J Travel Time a.3 J Seconds
TJKM Transportation Consultants Page 3 of 3 Sample Travel Time Field Work.xis
Looking east on Leweiling Blvd, San Leandro, CA
Looking west on Leweiling Blvd, San Leandro, CA
jaAmendm... f Windows..,! ^^Migosof.., i(^Googfe -^luntifcled -.,.| ^MFS^I 10;00 AM
Location: Leweiling Blvd and Bayfront Drive. San Leanrim r.A
Direction: Northbound right turn onto Leweiling Blvd
Distance = 220 feet
Sample
Number
Travel Time
(sec)
-- 1. 9.3
- 2 10.2
3 11.6
4 9.8
5 10.3
6 10.2
7 8.9
8 9.5
9 10,6
10 11.0
11 10.1
12 9.2
Average
Travel Time 10.1 < Seconds
TJKM Transportation Consultants Page 2 of 3 Sample Travel Time Field Work.xis
APPENDIX F - SYNCHRO REPORTS REGARDING SIGNAL DELAYS AND
CALCULATION OF OVERALL TRAVEL TIMES (FIGURES 5 AND 6)
Ato B
Figure 5 Calculations (No Traffic Calming)
Description of route Description of route AM PM Comments
22 22 Based on 45 mph travel speed
Travel time - Edinburgh to ECR on Tamarack 81 81 Based on 45 mph travel speed
Left-turn delay at ECR/Tamarack 137 124 Based on 2030 volumes Synchro output
Travel time - Tamarack to Lisa on ECR 39 39 Based on 55 mph travel speed
Thru delay at Lisa/ECR 19 13 Based on 2030 volumes Synchro output
Travel time - Lisa to B on ECR 24 24 Based on 55 mph travel speed
Total 322 303
AtoB
5.37
In Minutes j 5'23"
5.05
5*3''
Description of route
Travel time - A to Edinburah on Tamarark
Mill 1 • 1 Description of route
Travel time - A to Edinburah on Tamarark
AM PM
Left-turn delay at Edinburgh/Tamarack 10 10 Based on 45 mph travel speed
Based on 2030 volumes Synchro output Travel time - Tamarack to ECR shortcut 117 117 Based on 30 mph speed - No traffic calming
Left-turn delay at Lisa/ECR 39 52 Based on 2030 volumes Synchro output
Travel time - Lisa to B on ECR 24 24 Based on 55 mph travel speed
Total 212 225
3.53
In Minutes j 3^2"
3.75
3'45"
Bto A
Description of route Description of route AM PM Comments
Travel time - B to Lisa on ECR 24 24 Based on 55 mph travel speed
1 hru delay at Lisa/ECR 19 28 Based on 2030 volumes Synchro output
Travel time - Lisa to Tamarack on ECR 39 39 Based on 55 mph travel speed
Right-turn delay at ECR/Tamarack 6 3 Based on 2030 volumes Synchro output
Travel time - ECR to Edinburgh on Tamarack 81 81 Based on 45 mph travel speed
Travel time - Edinburgh to B on Tamarack 22 22
Total 191 197
3.18 3.28
in Minutes 3'11" 3'17"
BtO A
Description of route { Description of route { AM PM Comments (No Traffic Calming)
Travel time - B to Lisa on ECR j 24 24 Based on 55 mph travel speed
Right-turn deiay at Lisa/ECR 3 7 Based on 2030 volumes Synchro output
Travel time - ECR to Tamarack on Edinburgh 117 117 Based on 30 mph speed - No traffic calmina
Right-turn delay at Edinburgh/Tamarack 10 10 Based on 2030 volumes Synchro output
Travel time - Edinburgh to B on Tamarack 22 22 Based on 45 mph travel speed
Total 176 180
2.93
in Minutes ( 2'56"
3.00
3'0'
AtoB
Figure 6 Caiculations (With Traffic Calming)
Description of route
Travel time AM
22
PM Comments A to Edinburgh on Tamarack
Travel time - Edinburgh to ECR on Tamarack
Left-turn delay at ECR/Tamarack
Travel time - Tamarack to Lisa on ECR
Thru delay at Lisa/ECR
81
137
22
81
Based on 45 mph travel speed
124
Based on 45 mph travel speed
39 39
Based on 2030 volumes Synchro output
Travel time - Lisa to B on ECR
AtoB
19 13
Based on 55 mph travel speed
24
322 Total^
*" 5.37
In Minutes j 5*23"
24
303
Based on 2030 volumes Synchro output
Based on 55 mph travel speed
5.05
5'3" I
Description of route (Via Glasgow)
Travel time - A to Edinburgh on Tamarack
Left-turn delay at Edinburgh/Tamarack
Travel time - Tamarack to ECR shortcut via Glasgow
Left-turn delay at Lisa/ECR" ~
Travel time - Lisa to B on ECR
Total
10
292
39
24
387
10
292
52
24
400
6.45 6.67
1 6'27" 6'41" 1
Comments (With Traffic Calming)
Based on 45 mph travel speed
Based on 2030 volumes Synchro output
Based on 30 mph speed with traffic calming
Based on 2030 volumes Synchro output
Based on 55 mph travel speed
AtoB
6.00 6.22
1 6V" 1 6'14" 1
Contd.,
Bto A
Description of route
Figure 6 Calculations fWfth Traffic Calming)
Travel time - B to Lisa on ECR
Thru delav at Lisa/ECR
Travel time - Lisa to Tamarack on ECR
Right-tum delay at ECR/Tamarank
Travel time - ECR to Edinburgh on T^n^^r^nr
Travel timo _ PHii^K. r> i- : Travel time - Edinburgh to B on Tamarack 22
Total! 191
3.18
In Minutes \ 3'11"
AM
24
19
39
81
PM
24
28
39
81
22
197
3.28
Comments
Based on 55 mph travel speed
Based on 2030 volumes Synchro output
Based on 55 mph travel speed
Based on 2030 volumes Synchro output
Based on 45 mph travel speed
Based on 45 mph travel speed
Bto A
377" I
Comments (With Traffic Calming)
Based on 55 mph travel speed
Based on 2030 volumes Svnchrn output — -"•"•••v^.J v^yiiviiiu output
Based on 30 mph speed with traffic calmina
RacoH r*f-» onon . i r>. : : \ Based on 2030 volumes Svnchro output
Based on 45 mph travel speed
Bto A
5.85 5.92
In Minutes | 5'51" | 5'56"
APPENDIX G - ANALYSIS DATA IN PROJECT MODEL
APPENDIX G: MODEL DATA
^ C^t!Z <Wv»r» in each Plammg A«a wffl me to go beyond
The second graphic shows tiie distances for each link in tiie network.
The tiiird graphic shows tiie "free" fravel time for each ofthe links. The frim penalties shown in
Figure 6 are not included in tiiese fravel times. To calculate tiie minimum fraveTZe pa&
^^TZ ^^^"^^ '^'^ "^"^ ^ ^'^^ "P the individual link ti^eSes and
fr^efle SLT' ''r' ''^'^ "^'^ P^^- "°t« t'-t 10 second of^Snal fravel time is added for each square on tiie West Village road network, standing for tiie fraffic
c^les and nght or left bams that drivers must fraverse to go tiirough. THere is L aMtio^ 90
seconds of fravd time from Node 7 to Node 15 (to Glasgow Drive) and an addil^oTconds
of fravel tune from Node 7 to Node 1 (Edinburgh Drive) ""oinonai /u seconds
loaddtion to the model output, tiie diagonal diverter infroduces additional fravel time of 45
Rot)ertson Ranch Network: Link Free Row Travel -Hme
Applies to All Scenarios
C:\Proiects\289-001 Robertson Ranch\ModeM 122 with Tamarack Connection\REALDISTANCE.NET 9/6/2006 11:57 AM Allen Nie. TJKM
. .. Licensed to TJKM Transportation Consultants
Robertson Ranch Network: Link Distance tn Miles
C:\Proiects\289-001 Robertson Ranch\Model\1122 with Tamarack Connection\REALDISTANCE.NET 8/28/2006 11:15 AM Allen Nie. TJKM
Licensed to TJKM Transportation Consultants