HomeMy WebLinkAbout2001-07-02; Traffic Safety Commission; MinutesMINUTES
MEETING OF: TRAFFIC SAFETY COMMISSION DATE OF MEETING: July 2,2001 (Regular Meeting)
TIME OF MEETING: 3:OO p.m. PLACE OF MEETING: City Council Chambers
CALL TO ORDER:
Vice-Chairperson Jim Courtney called the Meeting to order at 3:OO p.m.
ROLL CALL:
Present: Vice-Chairperson Jim Courtney, Commissioners Jerry Schall,
Bob Mertz
Absent: Chairperson Frank Whitton, Commissioner Keith Gillfillan
Staff Members Present: Robert Johnson, Deputy City Engineer, Transportation Division Lt. Mike Shipley, Carlsbad Police Department, Traffic Division James Gale, Engineering Technician 11, Transportation Division
APPROVAL OF MINUTES:
ACTION: Motion by Commissioner Bob Mertz, and duly seconded, to approve the minutes of
the regular meeting of June 4,2001 as presented.
VOTE: 3-0-0 AYES: Mertz, Schall, Courtney NOES: None ABSTAIN: None
ORAL COMMUNICATIONS:
None.
PREVIOUS BUSINESS:
Bob Johnson said the Alicante Road speed zone revision went to City Council on June 28" for
introduction and will be adopted by the City Council on July lo*. Thirty days later it will go into effect.
Taking his place on the dais, Commissioner Keith Gillfillan arrived at 3:02 p.m.
P
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NEW BUSINESS:
6A. Request to re-evaluate existing speed zone on Alga Road between El Camino Real and Melrose Drive.
Bob Johnson explained that this item is a request for consideration to evaluate the existing speed zone and
raise the existing 45 mile per hour speed limit on Alga Road between El Camino Real and Melrose Drive.
Referring to the Engineering and Traffic Survey, Mr. Johnson described the roadway geometrics of
Alga Road and explained the results of the survey including a low accident rate of 0.36 based on eleven
collisions, three of which were speed-related. Mr. Johnson went on to say that Alga Road is a major
arterial, has a 50 mile per hour design speed, has two lanes in each direction, a raised median, bicycle
lanes on both sides, and sidewalkshtreet lights along most of the roadway.
Mr. Johnson said that during the recent updating of the Engineering and Traffic Survey, staff noticed that
critical speeds have increased from previous speed surveys. The survey indicated critical speeds of
53 miles per hour near Estrella de Mar Road, 54 miles per hour near Corte Casitas, and 50 miles per hour
at Santa Isabel. Mr. Johnson explained that since the last Engineering and Traffic Survey was completed
five years ago, speeds have increased, traffic volumes have increased and two more intersections have
been signalized.
Mr. Johnson said sight distance is limited at the intersection of Cazadero Drive due to the horizontal
curvature of the roadway. As a result, several years ago the south leg of the intersection was established
as a “Right Turn Only” for northbound motorists due to the limited sight distance when looking to the
west. Sight distance is also limited when looking west from Santa Isabel due to the vertical curvature of
the roadway. Bob stated that the roadway grades vary from a relatively flat 1.5% to almost 10% at
El Fuerte Street where the roadway crests and then starts heading back downhill.
Mr. Johnson said the Traffic Safety Coordinating Committee looked at all the factors along Alga Road
and made the recommendation that the posted speed limit should be raised to 50 miles per hour which is
the design speed for a major arterial. It also would bring the posted speed limit into compliance with the
three speed surveys that have critical speeds of 50 miles per hour or higher.
PUBLIC TESTIMONY:
Vice-Chairperson Courtney asked if there were questions of staff.
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Commissioner Schall asked Mr. Johnson what the City’s experience has been when increasing the posted
speed limit on a roadway. Mr. Johnson stated that, in the past, critical speeds have increased slightly,
perhaps one or two miles per hour higher, but not so excessive that the posted speed limit needs to be
raised again. Bob said from his experience, critical speeds have either increased slightly or stayed the
same after raising the posted speed limit on a roadway. Mr. Johnson said the reason that critical speeds
don’t jump dramatically is because speed limits are posted according to the Engineering and
Traffic Survey which allows the Police to use radar and enforce the speed limit. Mr. Johnson said
enforcement is the key and, without it, speeds could continue to increase.
Commissioner Gillfillan expressed his appreciation to staff for bringing this item forward in the manner it
has. He said when looking at an entire roadway from beginning to end, such as in this case from
El Camino Real to Melrose Drive, the Traffic Safety Commission can decide what is best overall.
Referring to Alicante Road, the roadway discussed by the Traffic Safety Commission last month,
Commissioner Gillfillan said he was very disappointed with the action the Commission took in that he felt
the decision made will not solve the problem, only delay it.
Commissioner Gillfillan inquired as to the nature of the accidents that occurred along Alga Road.
Bob said besides the three speed-related collisions, some of the others were rear-enders and
run-off-the-road collisions. Commissioner Gillfillan asked if any of the collisions occurred at
intersections. Bob explained that intersections are evaluated separately and that the accident rate provided
in the staff report is the midblock accident rate between intersections.
Commission Gillfillan said he will abstain from voting on the matter due to a conflict of interest because
the firm he works for is currently doing design work for the medians along Alga Road.
Vice-Chairperson Courtney closed discussion and called for a motion.
ACTION: Motion by Commissioner Mertz, and duly seconded, to recommend to the
City Council to raise the prima facie speed limit to 50 miles per hour on Alga Road
from El Camino Real to Melrose Drive.
VOTE: 3-0- 1
AYES: Mertz, Schall, Courtney
NOES: None
ABSTAIN: Gillfillan
commissioner Mertz inquired as to whether the posted speed limit of 40 miles per hour along
Aviara Parkway has been studied. Mr. Johnson explained that the portion of Aviara Parkway between
Poinsettia Lane and El Camino Real is a modified secondary arterial and has a design speed of 40 miles
per hour even though it was built more to a major arterial standard. Also, Mr. Johnson said there have
been a number of speeding complaints over the years along with some major accidents, including some
fatalities. Several years back, the roadway was also chip-sealed in an effort to reduce run-off-road
accidents, especially in wet weather. Considering the facts as stated above, the number of intersections,
some of which have limited sight distance, and an adjacent school, staff considers the posted speed limit
of 40 miles per hour as being appropriate.
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6B: Backmound and history of traffic calminp. (Information Item Only)
Mr. Johnson gave a PowerPoint presentation regarding the history of traffic calming in the United States
and its beginnings abroad. The following items were highlighted:
Traffic calming has an international origin. In the late 1960’s, the Dutch City of Delft addressed the
problem of too much cut-through traffic. As a result they turned their streets into “woonerven” or “living
yards”, which were shared areas in the roadway with tables, benches, sand boxes and parking bays jutting into the streets. The “Living Yard” streets became extensions of home for residents. This concept of the
“woonerven” was officially endorsed in 1976 by the Dutch government. This concept spread to Germany,
Sweden, Denmark, England, France, Japan, Israel, Austria and Switzerland. Laws and regulations
changed in these countries to permit woonerf design. The woonerf design was meant for low speed
roadways. The streets with the aforementioned designs were 50% costlier than normal streets, but did
bring vehicle speeds to “walking speeds.” As a result, the Dutch used the principles of woonerf on other
streets, thus developing traffic calming alternatives for neighborhood streets. The traffic calming
alternatives for neighborhood streets were officially endorsed in 1983 by the Dutch government and other countries followed their example.
In the early 1980’s, Norway needed to resolve the issue of speeding vehicles in small towns, hence their
government initiated traffic calming. Denmark began a test of traffic calming measures by using
pre-warnings at town entries, chicanes, roundabouts, chokers and other measures.
In the late 1970’s, Germany experimented with traffic calming. The term “verkehrsberuhigung” was
coined. Translated, “verkehrsberuhigung” means “traffic calming”. Discovering that calming individual
streets resulted in traffic diversion, Germany then initiated a test of traffic calming feasibility. As a result
of the German demonstration in six towns, in the late 1980’s, it was discovered that:
0 No change in volumes
0 Speed reduction was achieved
Accident severity was reduced
0 Reduced air pollution
Reduced noise pollution
0 No definitive answer for impacts of fuel consumption
Other European cities tried area-wide traffic calming programs as opposed to individual street traffic
calming.
In 1963, the British developed a government document, ‘‘Trafic in Towne ”. This document is credited
with launching the modern traffic calming movement, due to the fact that the report recognized that the
growth of traffic threatened the quality of urban life.
In the late 1980’s, Australia implemented “local area traffic management” on residential streets.
Today, Australia has approximately 2,000 modern roundabouts.
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The lessons learned from the European experience:
0 Shift from volume controls to speed controls
0 Simple to diverse programs - combining features
0 Spot treatments to area-wide treatments
In the United States, in the 1940’s and early 1950’s street closures and diverters were used in New Jersey and Michigan. Berkeley, California was the first to establish a comprehensive traffic calming program in
the mid-1970’s. Seattle, Washington was the first to establish area-wide planning to address traffic calming in the 1970’s. Seattle has more experience implementing traffic calming than any other U.S.
community.
The lessons learned from the United States experience:
0 Test the area-wide treatment before implementation
0 Assess support of residents
0 Conduct before and after studies
0 Study accident patterns
0 Coordinate with emergency service providers
0 Use most conservative design that will solve the problem
There are a myriad of traffic calming features. Traffic calming features are commonly called “tools” and
the tools are available in the “toolbox” of traffic calming features. To have a successful traffic calming program, the following items must be adhered to:
0 Selection of the right “tools” for the job
0 Identify nature and extent of traffic related problem on the street or neighborhood
0 Select and implement cost-effective measures to solve the identified problem
Mr. Johnson explained to the Commission that the Carlsbad Residential Traffic Management Program
Committee recommended to the City Council that some of the following traffic calming features, including speed humps, not be used in Carlsbad. He then gave detailed descriptions and outlined the
advantages and disadvantages of the following traffic calming features:
0
0
0
0
0
0
0
0
0
0
0
0
0
0
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Center Aisle Island Narrowing
Chicane Choker Closure Combined measures Cul-de-sac
Curb radius reduction Diagonal Diverter Education Entry treatments Forced Turn Channelization Lateral Shift
Neckdowns Neighborhood Traffic Circle One-way street
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Partial Diverter Photo-radar - Speed enforcement Radar Trailer Raised Intersection Realigned Intersection
Roundabouts Rumble strips Semi-Diverter Sidewalk extension across intersection
Signs Speed Hump Speed limit signs Speed Table Textured Pavements Traditional Police enforcement
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The City Council adopted the Carlsbad Residential Traffic Management Program on May 8,2001.
Commissioner Mertz asked if the City is planning to construct any 32-foot streets with parkways.
Bob said a “Liveable Streets” concept is scheduled to be heard by the Planning Commission on July 18*
after being continued twice previously. The concept allows for 34-foot streets, curb-to-curb, allows for
parking on each side, and leaves 20 feet for two-way vehicular travel to meet Fire Code requirements.
A parkway would be constructed on each side of the street with non-contiguous sidewalks.
After receiving the recommendation of the Planning Commission, the item can then go to City Council.
It will then be brought to the TSC as an information item. The “Liveable Streets” concept could then be
incorporated into the design of new residential subdivisions. As a companion to Liveable Streets, the
Planned Development Ordinance is also incorporating some traffic calming features.
REPORT FROM TRAFFIC SAFETY COMMISSIONERS:
None.
REPORT FROM TRAFFIC ENGINEER:
Mr. Johnson stated that next month’s meeting, on August 6*, will have an agenda item regarding a request
for a traffic signal at the intersection of Aviara Parkway and Nightshade Road.
ADJOURNMENT:
By proper motion, the Regular Meeting of July 2,2001, adjourned at 358 p.m.
Respecthlly submitted,
JAMES W. GALE
Engineering Technician I1
Transportation Division