HomeMy WebLinkAbout2011-05-02; Traffic Safety Commission; ; Approve the proposed revisions to the Carlsbad Residential Traffic Management Programr
CITY OF CARLSBAD
TRAFFIC SAFETY COMMISSION
STAFF REPORT
COMMISSION MEETING OF: May 2, 2011
LOCATION:
INITIATED BY:
Citywide
City Council
ITEM NO. 6C
REQUESTED ACTION: Approve the proposed revisions to the Carlsbad Residential Traffic
Management Program.
BACKGROUND:
At their meeting of December 7, 2009, the Traffic Safety Commission received a staff
report by Doug Bilse regarding proposed revisions to the Carlsbad Residential Traffic
Management Program (CRTMP). The proposed revisions included cost effective traffic
management features such as residential STOP signs, speed cushions, speed tables and
striping, as well as a project scoring criteria for consideration of the more expensive
traditional traffic calming features. These proposed revisions addressed concerns
expressed by City Council regarding the current program. After consideration of the staff
report and public testimony, the Traffic Safety Commission voted unanimously to
recommend approval of the proposed revisions to the CR TMP.
However, on January 19, 2010, City Council directed staff to initiate pilot projects on
Donna Drive and Sierra Morena A venue to evaluate the effectiveness of the proposed
cost effective measures prior to revising the program. The pilot projects on Donna Drive
and Sierra Morena A venue have since been completed. The specific improvements that
were installed as part of the pilot projects as well as the results of implementation are
summarized on the attached memo sent to the City Manager on March 16, 2011. Staff is
now proposing to finalize the revisions to the CR TMP based on the results of the pilot
projects.
DATA:
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.
Page I
CITY OF CARLSBAD
TRAFFIC SAFETY COMMISSION
STAFF REPORT
COMMISSION MEETING OF:
( continued)
May 2, 2011 ITEM NO. 6C
The basic goal of the CRTMP is 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. The revised program recommends that features 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 cushions or speed tables could be considered on the tangent roadway sections
where intersection spacing exceeds 700 feet.
Phase II features are cost effective but are not as operationally effective as traditional
traffic calming features and can penalize drivers that are driving at or below the speed
limit. Phase III features are more expensive but more effective at reducing vehicle
speeds than measures such as residential STOP signs and do not penalize drivers driving
at or below the speed limit.
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 Traffic
Division staff.
Phase II Criteria:
1. Completion of Phase I.
2. 85th Percentile speed after Phase I completion must be 32 mph or greater.
Phase III Criteria:
1. Completion of Phase II.
2. 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.
3. The Traffic Management Program Phase III Qualification Criteria Scoring
Worksheet will be used to prioritize potential Phase III 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 evaluated by
staff.
Page 2
CITY OF CARLSBAD
TRAFFIC SAFETY COMMISSION
STAFF REPORT
COMMISSION MEETING OF:
( continued)
May 2, 2011 ITEM NO. 6C
The rev1s10ns for the CRTMP proposed by staff in December of 2009 can be
summarized as follows:
DECEMBER 2009 REVISION-GENERAL DESCRIPTION OF CHANGES
• The November 2009 Revision of the CRTMP was a four-phase process.
• Phase I was essentially unchanged from the current CR TMP.
• Phase II included cost effective traffic management features such as residential
STOP signs, speed cushions, speed tables and striping.
• Phase III included traditional traffic calming features and the process required to
establish a neighborhood-supported concept plan. Funding was not considered in
Phase III.
• Phase IV included the process to take the concept plan through to design and
construction, including funding.
• Recommended criteria to determine if a street is eligible 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 qualification for Phase III/IV.
After completion of the traffic calming pilot projects on Donna Drive and Sierra Morena
Avenue, staff is proposing additional revisions to the CRTMP as follows:
MAY 2011 REVISION -ADDITIONAL CHANGES
• Phase III and Phase IV have been consolidated, reducing the number of total
phases to three.
• The first step of Phase I was to require a written letter from a resident. This has
been removed as a step and added as a third requirement to Phase I eligibility.
• The name of Phase II has been changed from "Engineering" to "Traffic
Management" to better reflect the available measures in Phase II.
• The Phase II concept plan has been specifically identified to be presented to the
Traffic Safety Coordinating Committee and the Traffic Safety Commission prior
to City Council approval.
Page 3
r
CITY OF CARLSBAD
TRAFFIC SAFETY COMMISSION
STAFF REPORT
COMMISSION MEETING OF:
( continued)
May 2, 2011 ITEMNO.6C
• The Phase III Project Scoring and Qualification Criteria has been adjusted based
on the pilot project results.
o "Travel Speed" maximum points was increased from 30 to 40.
o "Traffic Volume" maximum points was decreased from 40 to 30.
o "Collision History" maximum points was increased from 5 to 15.
o "Sidewalks" maximum points was decreased from 10 to 5.
o "School Proximity" maximum points was unchanged at 5.
o "Pedestrian Crossings" maximum points was reduced from 10 to 5.
• A new step has been added to Phase III after the Neighborhood Support Petition
has been completed to secure funding via the Capital Improvement Program.
• Speed cushions and speed tables are included as Phase II features. The Fire
Department and Police Department will have final approval on locations and
spacing of these features.
RECOMMENDATION:
Based on the successful implementation of the traffic calming pilot projects on Donna
Drive and Sierra Morena Avenue that utilized such features as residential STOP signs,
speed cushions, speed table, and striping, 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.
Page 4
r l
.(,') CITY OF ~¥~ CARLSBAD
Memorandum
March 17, 2010
To:
From:
Re:
Lisa Hildabrand, City Manager G-fi-
Skip Hammann, Transportation Director •
Residential Traffic Calming Pilot Program
Attached is a memo with the findings from the residential traffic calming projects. Staff will be
revising the Carlsbad Residential Traffic Management Program (CRTMP) to reflect the
knowledge gained from the pilot program.
Staff is planning to present a revised CRTMP to the Traffic Safety Commission in May 2001 for
their consideration and recommendation for approval to Council.
SH:brg
Attachment
cc: Cynthia Haas, Deputy City Manager
John Kim, Traffic Division Manager
Doug Bilse, Traffic Signal Systems Engineer
Jim Murray, Associate Engineer
Transportation Department
1635 Faraday Ave. I Carlsbad, CA 92008 I 760-602-2730 I 760-602-8562 fax I www.carlsbadca.gov
Cf)
Memorandum
March 16, 2011
To: Lisa Hildabrandt, City Manager
From: John Kim, Traffic Division Manager 5~
Skip Hammann, Transportation Director Via:
Re: FINAL REPORT -TRAFFIC CALMING PILOT PROJECTS ON DONNA DRIVE AND
SIERRA MORENA AVENUE
Staff is pleased to present the findings for the traffic calming pilot projects recently completed on Donna
Drive and Sierra Morena Avenue. As you may recall, staff was directed to pursue the traffic calming
pilot projects to evaluate more cost effective traffic management measures such as residential STOP
signs, striping, speed table and speed cushions that could be incorporated into a future revision of the
Carlsbad Residential Traffic Management Program.
The following improvements were implemented as part of the pilot projects:
Donna Drive
• Residential ALL-WAY STOP installations on Donna Drive & Falcon Drive, Basswood Avenue &
Belle Lane, Donna Drive & Gayle Way and Gayle Way & Ann Drive.
• Approximately 1,040 feet of centerline and edge striping on Donna Drive between Basswood
Avenue and Gayle Way.
Sierra Morena Avenue
• Residential ALL-WAY STOP installations on Sierra Morena Avenue & Chestnut Avenue (N), Sierra
Morena Avenue & Chestnut Avenue (S) and Sierra Morena Avenue & Valewood Avenue.
• Approximately 1,300 feet of centerline and edge striping north of Milano Drive.
• Speed table approximately 1,100 feet south of Valewood Avenue.
Speed measurements were conducted prior to implementation and after implementation to gauge the
effectiveness of each type of proposed feature. Based on these measurements, it was determined that
striping, as a stand-alone solution, was not effective on either street. Speed cushions, one on Donna
Drive and one on Sierra Morena Avenue, were installed after initial implementation of the pilot project
features due to the ineffectiveness of the striping as a stand-alone measure. The attached Figures 1 and
2 show the location of the pilot project features on Donna Drive and Sierra Morena Avenue,
respectively, and the speed measurements that were conducted before and after implementation of the
features.
Staff will propose a threshold criteria of 32 miles per hour for Phase II implementation as part of the
revision to the current CRTMP, based on state-of-the-practice results from traffic calming efforts in
other cities. This proposed threshold was used to determine the effectiveness of the pilot project
implementation. Tables 1 and 2 summarize the results of the pilot project implementation.
Transportation Department
1635 Faraday Ave. I Carlsbad, CA 92008 I 760-602-2730 I 760-602-8562 fax I www.carlsbadca.gov
Ms. Hildabrandt
March 16, 2011
Page 2
.......
Table 1: Donna Drive -Before and After Study Results
Distance
Location b/w Before After
Features Speed Speed
1 NB -Donna Drive b/w Nob Hill Dr. and Falcon Dr. 880' 36 mph 35 mph
SB -Donna Drive b/w Nob Hill Dr. and Falcon Dr. 880' 35 mph 34mph
2* NB -Donna Drive b/w Basswood Ave. and Gayle Wy. 1,160' 34 mph 35 mph
SB -Donna Drive b/w Basswood Ave. and Gayle Wy. 1,160' 34 mph 34 mph
3 NB -Donna Drive b/w Gayle Wy. and Janis Wy. 583' 30mph 29 mph
SB -Donna Drive b/w Gayle Wy. and Janis Wy. 583' 32 mph 31 mph
4 NB -Donna Drive b/w Lee Ct. and Charlene Cir. 500' 30mph 29mph
SB -Donna Drive b/w Lee Ct. and Charlene Cir. 500' 29 mph 29mph
5 WB -Gayle Wy. b/w Ann Dr. and Donna Dr. 410' 26mph 26mph
EB -Gayle Wy. b/w Ann Dr. and Donna Dr. 410' 29mph 26mph
6 WB -Basswood Ave. b/w Belle Ln. and Donna Dr. 475' 33 mph 30mph
EB -Basswood Ave. b/w Belle Ln. and Donna Dr. 475' 33 mph 29 mph
7* NB -Donna Drive n/o Speed Table 580' 35mph 30mph
SB -Donna Drive n/o Speed Table 580' 34mph 31mph
8* NB-Donna Drive s/o Speed Table 580' 35mph 24mph
SB -Donna Drive s/o Speed Table 580' 34mph 23mph
Change 32mph
in or
Speed below?
-3% No
-3% No
+3% No
0% No
-3% Yes
-3% Yes
-3% Yes
0% Yes
0% Yes
-10% Yes
-9% Yes
-12% Yes
-14% Yes
-9% Yes
-26% Yes
-32% Yes
*Speed cushion was installed at location 2 based on initial before/after study. The surveys at locations 7 and 8 were conducted
after speed cushion was installed.
Table 2: Sierra Morena Avenue -Before and After Study Results
Distance Change 32mph
Location b/w Before After in or
Features Speed Speed Speed below?
1 NB -b/w Trieste Dr. to Chestnut Ave. (N) 890' 35 mph 30mph -14% Yes
SB -b/w Trieste Dr. to Chestnut Ave. (N) 890' 34mph 31 mph -9% Yes
2 NB -b/w Chestnut Ave. (N) to Chestnut Ave. (S) 290' 29 mph 29 mph 0% Yes
SB -b/w Chestnut Ave. (N) to Chestnut Ave. (S) 290' 28mph 28 mph 0% Yes
3 NB -b/w Chestnut Ave. (S) to Valewood Ave. 680' 36 mph 33 mph -8% No
SB -b/w Chestnut Ave. (S) to Valewood Ave. 680' 35mph 33mph -6% No
4 NB -460 feet south of Valewood Ave. 1,160' 37 mph 34mph -8% No
SB -460 feet south of Valewood Ave. 1,160' 34mph 32 mph -6% Yes
5 NB -1,460 feet south of Valewood Ave. 570' 30 mph 29 mph -3% Yes
SB -1,460 feet south of Valewood Ave. 570' 30mph 29mph -3% Yes
6* NB -840 feet north of Milano Dr. 1900' 33 mph 32 mph -3% Yes
SB -840 feet north of Milano Dr. 1900' 33 mph 32 mph -3% Yes
7* NB -200' north of Speed Cushion 1040' 32mph 27mph -16% Yes
SB -200' north of Speed Cushion 1040' 32mph 30mph -7% Yes
8* NB -200' south of Speed Cushion 860' 32mph 30mph -7% Yes
SB -200' south of Speed Cushion 860' 32mph 28mph -13% Yes
*Speed cushion was installed at location 6 based on initial before/after study. The surveys at locations 7 and 8 were conducted
after speed cushion was installed.
Traffic engineering research and the results of these pilot projects have shown that traffic calming on
residential streets is most effective when features are placed approximately 300 to 700 feet apart. It is
Ms. Hildabrandt
March 16, 2011
Page 3
....
also important to recognize that the primary use of STOP signs is not to reduce speed but to assign right
of way and that the residual effects of speed reduction caused by STOP signs will be dependent on the
spacing between intersections. The proposed cost effective traffic calming measures implemented for
the two pilot projects resulted in an overall reduction in speeds. Generally speaking, the street
segments in which the ideal spacing requirement was satisfied resulted in speeds at or below the
threshold criteria of 32 miles per hour. However, there were a few roadway segments in each
neighborhood in which vehicle speeds were recorded to be higher than the threshold criteria of 32 miles
per hour. Since completion of the pilot projects, overall reception to the implemented features by
neighborhood residents, including the residential STOP signs, has been very positive.
The speed table was found to be effective at reducing speeds even though the spacing between the all-
way STOP at Valewood Avenue and the speed table exceeded the recommendations described above.
Based on consultation with the Fire Department, staff will now consider speed cushions as the preferred
alternative to speed tables. Studies have shown that speed cushions are generally just as effective, if
not more, in reducing vehicle speeds as speed tables. The speed cushions installed on Donna Drive and
Sierra Morena were found to be effective at reducing speeds.
Striping as a traffic calming feature was found to be the least effective of the three types of cost-
effective measures implemented. Staff does not recommend future use of striping as a stand-alone
traffic calming feature but striping may be useful when implemented with other features.
Another cost effective feature that will be incorporated into the new Carlsbad Residential Traffic
Management Program but was not part of the pilot projects was the use of speed feedback signs. These
signs are portable units that use radar to determine the speed of individual vehicles and display those
speeds using LED lights. They are primarily used to educate the driving public and have been shown to
reduce speeds in many situations. The Transportation Department has two units in our inventory to use
on residential streets as part of Phase I of the CRTMP.
Staff is working to finalize the revisions to the Carlsbad Residential Traffic Management Program to
include residential STOP signs, speed cushions and striping as a cost effective solution to neighborhood
speeding. Staff is planning to present the Traffic Safety Commission with the revised CRTMP in early
May and to present the City Council the revised CRTMP for adoption by the end of May/early June.
If you have any questions, or would like to discuss this further, please give me a call at (760) 602-2757.
Attachment
cc: Cynthia Haas, Deputy City Manager
Doug Bilse, Traffic Signal Systems Engineer
Jim Murray, Associate Engineer
6
I.~ v~ , ~-vi•
"' ""'" 'I'>'
~ ::/J.OS_ ,--~ ,3?..\
$:> \,-,, ri't ,3 ct \· §! ,3
~ ,_,,
" \3 01
BEFORE
36 mph NB
35 mph SB
1,847 ADT
\ 3 ' \-·
\
AFTER
35 mph NB
34 mph SB
1,700 ADT
7*
*BASED ON "AFTER" RESULTS AT LOCATION 2,
SPEED CUSHION WAS INSTALLED. SURVEYS AT
LOCATION 7 AND 8 WERE CONDUCTED AFTER
SPEED CUSHION INSTALLATION.
AFTER SPEED CUSHION
30 mph NB
31 mph SB
2*
BEFORE AFTER
'-s A av \
1--B_E_FO_R_E __ --+----_AF_T_E_R __ --.----l 1;30~'
34 mph NB
34 mph SB
1,002 ADT
35 mph NB
34 mph SB
886 ADT
33 mph WB 30 mph W ,, o >
33 mph EB 29 mph EB -.J
1,037 ADT 936 ADT s,~
5
0 • -
7 /3
f.-.,v
,;
I '(
: //
I
l?.. ' I -/
'?.. I ,, 1-_ -l._ \/< /7.. 3s ~7 '"'
r s:_,-:;/ / \
, ,,~ )
BEFORE
26 mph WB
29 mph EB
540 ADT
LEGEND:
AFTER
26 mph WB
26 mph EB
406 ADT
PREVIOUS ALL-WAY STOP
NEW ALL -WAY STOP
STRIPING
SPEED CUSHION
SPEED SURVEY LOCATION
?..S</
< '·
4
BEFORE AFTER
8*
AFTER SPEED CUSHION
24 mph NB
23 mph SB
3
BEFORE
30 mph NB
32 mph SB
1,018 ADT
' ,>. \
\
?>, >,
1..>, 1..>,
AFTER
29 mph NB
31 mph SB
852 ADT
>,
?..>\
>,
o>,
o>,
\
9>, !. Q..\ .., ,,.. \ ~
?..9/> l
i ,!l . ii ~ o 200 cHE ~ .,_ _________ -__ c_:!f ____________________________ ..,. ___ ...,.i
30 mph NB
29 mph SB
1,055 ADT
29 mph NB
29 mph SB
964 ADT
DONNA DRIVE PILOT PROJECT
FINAL STUDY RESULTS
FIGURE
1
~ -~ .. a e ! ----------------------------------------------.<
BEFORE
35 mph NB
34 mph SB
380 ADT
3
BEFORE
AFTER
30 mph NB
31 mph SB
402 ADT
AFTER
36 mph NB
35 mph SB
1,229 ADT
33 mph NB
33 mph SB
1,133 ADT
4
BEFORE
37 mph NB
34 mph SB
740 ADT
Q::
AFTER
34 mph NB
32 mph SB
706 ADT
200
@
0 200 --400 --
MATCH IN
' 3825 ___ I
,-3827 ---~
5
\ _________________ i ~ 3828 \
\ 3829 _____ J\
\ --------l L-------3830 I
\ 3831 V) l
\_ _______________ ~ ;~2-\_J
::u -904j --' ~~ ' --' ,g\
002'>
/' 4004' ------"
400
BEFORE
30 mph NB
30 mph SB
721 ADT
7*
AFTER
29 mph NB
29 mph SB
678 ADT
AFTER SPEED CUSHION
27 mph NB
30 mph SB
<..-4.io,,,, ')
\.-4ioJ ~8\ BEFORE AFTER
\:--42 2;;>
'y-•2oz-~ ->1212 A \--420J.., ~ --42;4,,'
33 mph NB 32 mph NB
33 mph SB 32 mph SB
\/4211,-~ -'
\'421}, \
\,"4215,,.
757 ADT 674 ADT
*BASED ON "AFTER"
RESULTS AT LOCATION
6, SPEED CUSHION WAS
INSTALLED. SURVEYS
AT LOCATION 7 AND 8
' --'('421!..-
\--42.! \ v.,.43 , \ ---43 ey,...,.,
\ .,, 0/t
'< .... 43 O, \.--43 __,, >
\, .... 4-J \
\. .. ,~J
\'4J1 ", WERE CONDUCTED AFTER
\'43, \ SPEED CUSHION v-;,, --\ \, ~\ INSTALLATION.
' --' \.... .... \
-<\,,..-.f4 o.,,>,
\<_,,440 12,,.\
\,.,..44 14.,.>\
\_, ... 44 5 ....... •\
\_..-44, z>\
\,,,..44 qt"',
\ --45 50§>,
\v,,i O§~ \,,. o\
< ' \.... ,,-" ' > \ /·, ,>
8*
AFTER SPEED CUSHION '<,,46
',"-'!
30 mph NB
28 mph SB
•
►◄ ... -
t.,4 PoR
~
LEGEND: ~ ~
ALL-WAY STOP i If
STRIPING
SPEED TABLE
SPEED CUSHION
SPEED SURVEY LOCA T/ON
r li I!!
~
j
j
' -~ ~ GRAPHIC SCALE
r-------------------------J~ .{
SIERRA MORENA AVENUE PILOT PROJECT
FINAL STUDY RESULTS
FIGURE
2
:I
ci
i ~ _________________________ ...1... __ ...J.c
,.
Traffic Calming Pilot Projects on Donna Drive and Sierra Morena Avenue
Final Report
Residential STOP signs -Donna Drive/Gayle Way
Roadway Narrowing using Striping -Donna Drive
Appendix A-1
" Traffic Calming Pilot Projects on Donna Drive and Sierra Morena Avenue
Final Report
Speed Cushion -Donna Drive
Residential STOP signs -Sierra Morena Avenue/Valewood Avenue
Appendix A-2
,.....
\,.
Traffic Calming Pilot Projects on Donna Drive and Sierra Morena Avenue
Final Report
Roadway Narrowing using Striping -Sierra Morena Avenue
Speed Table -Sierra Morena Avenue
Appendix A-3
Traffic Calming Pilot Projects on Donna Drive and Sierra Morena Avenue
Final Report
Speed Cushion -Sierra Morena Avenue
Speed Feedback Sign
l
YOUR
SPEED
Appendix A-4
C.arlsbad Residential
Traffic Management
Program
«'~ ~
CITY OF
CARLSBAD
May 2011 Revision
Traffic Division
Transportation Department
Acknowledgments
May 2011 Program Update
CITY OF CARLSBAD CITY COUNCIL
Matt Hall -Mayor
Ann J. Kulchin -Mayor Pro Tern
Mark Packard
Keith Blackburn
Farrah Douglas
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
CITY OF CARLSBAD ENGINEERING DEPARTMENT
Skip Hammann -Transportation Director
John Kim -Traffic Division Manager
Doug Bilse -Traffic Signal Systems Engineer
Jim Murray -Associate Engineer
CITY OF CARLSBAD FIRE DEPARTMENT
Mike Davis -Fire Marshal
Chris Heiser -Fire Division Chief
CITY OF CARLSBAD POLICE DEPARTMENT
Lt. Marc Reno -Traffic Supervisor
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
TABLE OF CONTENTS
EXECUTIVE SUMMARY ................................................................................................................................... i
INTRODUCTION ............................................................................................................................................. 1
GOALS ............................................................................................................................................................ 3
PROGRAM STRATEGIES ................................................................................................................................. 3
PROCEDURES ................................................................................................................................................. 4
PROGRAM ELIGIBILITY ................................................................................................................................... 5
PHASE I : EDUCATION AND ENFORCEMENT .................................................................................................. 6
PHASE II: TRAFFIC MANAGEMENT ............................................................................................................... 8
PHASE Ill: TRAFFIC CALMING ...................................................................................................................... 11
PHASE Ill QUALIFICATION CRITERIA SCORING WORKSHEET ....................................................................... 13
TRAFFIC CALMING MEASURES REMOVAL PROCESS ................................................................................... 17
PETITION-REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S) .......................................................... 18
PROGRAM UPDATE PROCEDURES ......................................................................... : ..................................... 19
MEASURES NOT RECOMMENDED FOR USE ................................................................................................ 21
ACRONYM NS AND GLOSSARY ..................................................................................................................... 22
CITY COUNCIL RESOLUTION ........................................................................................................................ 23
TRAFFIC CALMING TOOL BOX (PHASE 1) ................................................................................................... TB-1
TRAFFIC CALMING TOOL BOX (PHASE 11) ............................................................................................... TB-10
TRAFFIC CALMING TOOL BOX (PHASE 111) .............................................................................................. TB-16
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 and 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 developed a three-phase approach to addressing traffic problems in Carlsbad
neighborhoods. After reviewing· and evaluating programs from many cities, the committee
recommended a program it 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.
This document represents the first revision to the initial program developed by the Carlsbad Residential
Traffic Management Program Committee. The primary reasons for revising the program were to add
lower cost traffic management tools such as residential stop signs and speed cushions and to establish
benchmark criteria for the funding of future traffic calming projects. The revised program is divided into
the following three phases:
Phase I: application of enforcement and education to resolve non-compliance issues.
Phase II: utilizing engineering-based measures to increase compliance with posted
speed limits and discourage cut through traffic.
Phase Ill: development and implementation of a comprehensive plan comprised of
traditional traffic calming measures to address traffic issues while enhancing
the residential character of the street.
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.
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. Carlsbad streets have experienced
escalating traffic impacts due to population and employment growth. 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 asked that their neighborhood quality of life be improved through a reduction of vehicle
speeds and volume. Many desire the simple pleasure 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
• streets that do not penalize drivers traveling at the posted speed limit
"Traffic calming" is a term that has, in recent years, 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 CRTMP, 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. "
Carlsbad's Residential 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 developme·nt will not
1
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 "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
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
2
CARLSBAD RESIDENTIAL TRAFFIC"! ANAGEMENT PROGRAM
Requests to implement the CRTMP 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 CRTMP 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 management 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 management 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
• design of features that encourage self-enforcement
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
• utilizing City resources and funds efficiently and effectively
• 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
3
CARLSBAD RESIDENTIAL TRAFFIC M,-.~AGEMENT PROGRAM
typically accomplished by restricting roadway length so that a driver slows, stops, or makes a significant
turning movement every 300-700 feet. Drivers tend to comply with speed limits in residential
neighborhoods when the effective, uninterrupted street length is less than 700 feet.
Complaints related to excessive vehicle speeds often originate on residential streets that have not been
designed to this residential neighborhood scale. The CRTMP attempts to resolve these types of
speeding issues by installing a series of traffic management measures to reduce the effective street
length so that a driver slows, stops, or makes a significant turning movement every 300 to 700 feet.
Traffic management measures are recommended to be spaced, on average, at approximately 500 foot
intervals. The traffic management strategies included in the CRTMP toolbox are designed to work in
concert with one another to limit the effective, uninterrupted length of an existing street to
approximately 500 feet, which should result in a reduction in vehicle speeds and render the route less
attractive to cut-through traffic.
PROCEDURES
The procedures to implement traffic management 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.
Carlsbad's Residential Traffic Management Program has been developed as a three-phase program,
consisting of the following structure approach:
Phase I : Enforcement and Education
Phase II : Traffic Management
Phase Ill : Traffic Calming
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. The cost, complexity,
effectiveness and impact to residents increase with each phase. Phase I features are generally
considered simple improvements that can be initiated internally and provided by city staff. Phase II
consists of cost-effective traffic management features that may reduce vehicle speeds but may also
penalize those who drive at the legal speed limit. Phase Ill features are the most effective at traffic
calming but are expensive and may negatively impact parking.
4
CARLSBAD RESIDENTIAL TRAFFIC. ANAGEMENT PROGRAM
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.
3. A letter sent by a resident or residents requesting that staff consider a subject street for
inclusion into the CRTMP process.
Any street that does not meet the program eligibility criteria but is nevertheless considered by city staff
to be a candidate for traffic calming will be scheduled for review and possible approval by the Traffic
Safety Commission. If the Commission's review leads to the conclusion that the street merits an
exception, it will be processed through the CRTMP 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 M.:t.~ GEMENT PROGRAM
PHASE I: EDUCATION AND ENFORCEMENT
When a resident, or group of residents, from a neighborhood has a traffic-related concern that they
believe should be addressed by the Carlsbad Residential Traffic Management Program and have sent a
letter to the Traffic Division of the Transportation Department, the process will be initiated in the
following manner.
Step 1 Initiate Traffic Request (TR) Procedure
Upon receipt of the correspondence and verification that the subject street satisfies program eligibility
requirements, staff will initiate 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 will be assigned to investigate and conduct an engineering
study of the street(s).
Step 2 Investigation/Studies
Staff will gather preliminary data about the expressed concern. Field reviews and appropriate traffic
studies will be 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 strategy will be formulated after the data is collected.
Step 3 Coordination with the Police and Fire Departments
Staff will discuss with the Police Department solutions that can be addressed through enforcement. An
enforcement strategy will be prepared and implemented by the officer in charge of the Traffic Division
of the Police Department. Concurrently, staff will discuss with the Fire Marshal emergency response
route issues and other fire safety issues.
Step 4 Issue Work Order
Implementation of Phase I can be accomplished by city forces. Staff can usually issue work orders for the
installation of signs or striping or implementation of speed feedback signs.
Step 5 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
CARLSBAD RESIDENTIAL TRAFFIC vrANAGEMENT PROGRAM
Step 6 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
PHASE II: TRAFFIC MANAGEMENT
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 staff, Phase II
of the CRTMP may be considered.
Step 1 Written Request
Phase II will be initiated when an affected resident that resides on the street where the concern exists
sends a letter to the Traffic Division of the Transportation Department requesting Phase II consideration.
The letter will be generated by a resident, following discussions with city staff to review what might be
accomplished through Phase II of the program.
Step 2 Phase II 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 CRTMP; and
2. The 85th percentile speed (critical speed) must be 32 miles per hour or greater as determined
by a speed survey(s).
Both of the eligibility criteria must be met for a street to be considered for further processing through
the CRTMP. However, on a case-by-case basis, city staff may determine exceptions. A street considered
as an exception must be approved by the Traffic Safety Commission.
Step 3 Determine Project Area of Influence (PAOI)
The street or streets significantly 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 established by city staff, with input from the neighborhood
representatives. 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 Phase II 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 management
measures proposed for their neighborhoods. Discussion will include:
• neighborhood concerns
• traffic data gathered
• results from Phase I
• potential Phase II solutions
• advantages/disadvantages of specific Phase II features
• Phase II approval process
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 management on the candidate
8
street. Also, a Police Department representative will be invited to attend the meeting to respond to
questions about enforcement issues.
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, residential STOP signs would not be appropriate. Staff will work with residents to
prepare the Phase II concept plan which will be presented to the neighborhood via mail survey for
support.
The concept plan will be presented to the Traffic Safety Coordinating Committee to allow city staff such
as Fire Department and Police Department representatives to review and comment.
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
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 plan.
Residents and 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 fill out and return the completed
survey. Staff will then analyze the returns to determine if 67% or more of the PAOI community
responding supports the Phase II plan.
If the Phase II concept plan includes measures with vertical deflection such as speed cushions or speed
tables, support for these measures from residents directly affected will be highly desirable. Staff will
work with these residents and will strive to balance the concerns of individual residents with the overall
success of the concept plan as a system of interdependent features. Since the success of Phase II will be
dependent on the spacing of proposed features, the removal of any measure from the concept plan due
to lack of support may have a detrimental effect on the concept as a whole.
If 50% of the 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 one year.
Step 6 Final Approval by the City Council
The approved Phase II concept plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held
by the City Council to receive the recommendations of the Traffic Safety Commission for Phase II
implementation. If Council decides that Phase II is acceptable as presented, it will so indicate by
adopting an ordinance authorizing installation of residential STOP signs and/or other proposed
measures and authorizing the appropriation of any necessary funds. The Council may consider other
9
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 via work orders issued by
staff.
Step 8 Phase II Monitoring
Phase II measures that have been installed will be monitored for effectiveness during the first year
following completion of the installation. Staff will analyze traffic data results, accident history, observed
deficiencies and/or impacts of the Phase II measures, comments, and suggestions or complaints
received.
If 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 measures. The request for removal must
follow the Traffic Calming Measures Removal Process and be submitted at least one year from date of
Phase II installation.
10
CARLSBAD RESIDENTIAL TRAFFIC vrANAGEMENT PROGRAM
PHASE Ill: TRAFFIC CALMING
If applicable Phase II options have been evaluated and do not appear to adequately address the problem
as described previously, Phase Ill of the CRTMP may be considered. Phase Ill of the CRTMP is designed
to allow traditional traffic calming measures to be used in areas where Phase II options have not
adequately resolved the traffic issues. Due to the potential fiscal impacts of Phase Ill and probable
impacts to parking capacity and limit access to properties, residents will be required to first utilize Phase
II measures before requesting to proceed to Phase Ill. Phase Ill measures will be limited to locations
where re-routed traffic will only impact higher classified roadways. Residents have the option to bypass
Phase II only if funding is privately secured and all Phase Ill criteria are satisfied.
Step 1 Written Request
Phase Ill will be initiated when the affected residents send a letter to the Traffic Division of the
Transportation Department requesting Phase Ill consideration. The letter will be generated by the
residents following discussions with city staff, 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 SO points will be
eligible for Phase Ill.
Criteria and points assigned are as follows:
1. Travel Speed (maximum 40 points):
6 points for each mile per hour the 85th percentile speed is over 32 miles per hour.
2. Traffic Volumes (maximum 30 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 15 points):
Five points will be assigned for each correctable collision on a street, including intersections, within
the past five years. 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 5 points):
5 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.
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.
11
6. Pedestrian Crossings {5 points maximum):
5 points if a school crosswalk (yellow crosswalk) is located on a street in the PAOI.
5 points if a major or midblock 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.
12
Carlsbad Residential 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 (40 pts. max.)
For each mile per hour the 85th percentile speed is over 32 miles per hour, 6 points will be
assigned.
Critical Speed: _____ _
2. Traffic Volumes (30 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 (15 pts. max.)
Five points for each correctable collision during the past 5 years
Number of collisions: ________ _
4. Sidewalks (5 pts. max.)
No sidewalk or pedestrian pathways exists on either side of the street = 5 points
No sidewalk or pedestrian pathway exists along at least one side of the street = 5 points
5. School Proximity (5 pts. max.)
School grounds abut candidate street= 5 points
PAOI is located within 500 feet of school grounds = 3 points
PAOI is located within 1,000 feet of school grounds = 1 point
6. Pedestrian Crossings (5 pts. max.)
School crosswalk (yellow crosswalk) is located on a street in the
PAOI = 5 points
Major or midblock crosswalk is located on a street in the PAOI = S points
Total Score:
Evaluator Date
A MINIMUM SCORE OF 51 POINTS IS REQUIRED TO QUALIFY FOR PHASE Ill.
13
Points
Step 3 Neighborhood Support Petition
If the subject street meets the Phase Ill Qualification Criteria, concerned residents will need to establish
resident support for continuation of the Phase Ill process. The support petition is initiated by the
neighborhood representative 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 but it will be
the responsibility of residents to circulate the petition and submit the results.
Step 4 Project Funding
Upon satisfaction of Steps 2 and 3 of the Phase Ill process, the subject street may be considered for
funding as a future project through the Capital Improvement Program (CIP) process. If more than one
CRTMP project is submitted in a given fiscal cycle, priority will be established by the Phase Ill
Qualification Criteria scoring. Many different fiscal factors must be considered to establish if and to
what level funds will be allocated for projects on the priority list. Staff will recommend a funding level
and the City Council will consider and adopt the annual budget before the fiscal year ending on June 30.
As an alternative to the City funding the design and construction of Phase Ill improvements, residents
may choose to collect funds themselves in any manner they choose, including the formation of an
assessment district. This private funding must be for 100% of the project cost including design,
construction, inspection, administration and contingency costs associated with the project. Private
funds must be deposited with the city prior to proceeding to Step 4.
Phase Ill will not proceed until funding source is identified and funds are secured.
Step 5 Kick-off Meeting with the Neighborhood
All individuals from the PAOI will be invited to a neighborhood kick-off meeting 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
• t raffic 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.
Step 6 Develop the Conceptual Neighborhood Traffic Calming Plan
By meeting and working closely with the residents, staff will be able to assist in:
14
• assessing neighborhood needs
• identifying alternatives
• developing initial plans or solutions
• finalizing the comprehensive plan based upon
o sound engineering principles
o neighborhood input
o 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 residents 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. Directly affected residents and property owners
will be notified and involved with the development of the conceptual 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
residents 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 longer.
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 residents and staff 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).
Residents and non-resident owners within the PAOI will be included in the survey, essentially following
the eligibility procedures addressed in Phase II. If necessary, and as determined by city staff based upon
the proposed conceptual traffic calming plan, additional properties may be included or excluded by
expanding or reducing the boundaries of the PAOI. The revised PAOI will become the new PAOI for
purposes of the survey and other communications with residents affected by the proposed t~affic
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.
lf-50% of the surveys are not returned, an outreach program must be developed by the residents 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 residents may choose to develop an alternative plan or
abandon their efforts. A revised conceptual plan, after an appropriate outreach program, will be tested
by the support survey process in this step. If a conceptual plan fails to garner support of the residents in
15
the PAOI after the second survey, no further surveys will be conducted by city staff for a minimum of
one year.
If neighborhood support for the Phase Ill traffic calming concept plan is established, staff can proceed to
Step 8.
Step 8 Environmental Review
Upon confirming the neighborhood support for the Phase Ill concept plan and funds have been
identified, allocated and approved, 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 9 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 and funding for the project is secured. 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 10 Final Approval by the City Council
The approved Phase Ill design plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. 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 11 Project 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 12 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.
If 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 and be submitted at least one year
from date of Phase Ill installation.
16
Traffic Calming Measures Removal Process (Phase II and Ill)
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 will 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 reviewed.
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 will have the opportunity to address the City Council. A final decision will 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.
17
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 Travel Calming 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}
18
CARLSBAD RESIDENTIAL TRAFFIC ANAGEMENT PROGRAM
PROGRAM UPDATE PROCEDURES
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 Carlsbad Residential Traffic Management Program (CRTMP) 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 Carlsbad Residential 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 Carlsbad Residential 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.
19
CARLSBAD RESIDENTIAL TRAFFIC M~,.AGEMENT PROGRAM
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.
20
CARLSBAD RESIDENTIAL TRAFFIC ANAGEMENT PROGRAM
Measures Not Recommended for Use
Several traffic management 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.
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.
21
ACRONYMS AND GLOSSARY
California Vehicle Code
Circulation Element
Critical Speed (85th percentile)
General Plan
ITE
Midblock
NTCC
PAOI
PS&E
Traffic Calming
CRTMP
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.
Comprehensive plan in Carlsbad for the safe and efficient
movement of people and goods.
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.
Carlsbad Residential 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.
22
CAR AD RESIDENTIAL TRAFFI NAGEMENT PROGRAM
1
2
3
4
5
6
7
RESOLUTION NO. 2001-139
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
CARLSBAD, CALIFORNIA, ESTABLISHING THE POLICY FOR
TRAFFIC CALMING ON RESIDENTIAL PUBLIC STREETS IN
ACCORDANCE WITH THE CARLSBAD RESIDENTIAL TRAFFIC
MANAGEMENT PROGRAM.
WHEREAS, the City of Carlsbad is committed to achieving livable neighborhoods through
a quiet, safe and comfortable street environment; and
WHEREAS, the City has responded to resident concerns about traffic issues in
8 neighborhoods; and
9
10
11
12
13
WHEREAS, the City has determined that speeding and excessive traffic volumes on
residential streets are to be discouraged; and
WHEREAS, through traffic calming the City desires to have a logical, consistent
methodology for managing traffic issues in residential neighborhoods; and
WHEREAS, City staff, working with a citizen's· committee, has studied and considered
various solutions for mitigating excessive traffic speed and volumes in resldentfal neighborhoods
14
15
16
17
18
19
and to improve the quality of life and safety of residents; and
WHEREAS, City staff and the citizen's committee have determined that various solutions,
including certain structural traffic calming measures, installed on City streets can help reduce
speeds and volumes in neighborhoods; and
WHEREAS, the policies, procedures and methodology for traffic management on
residential public streets are specified in the Carlsbad Residential Traffic Management Program,
20 dated May, 2001.
21
22
23
24
25
26
27
28
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad,
California, as follows:
1.
2.
That the above recitations are true and correct.
That the City Council hereby establishes that the policy, standards and
methodology to be considered for managing traffic on residential public streets Is set forth in the
Carlsbad Residential Traffic Management Program, dated May 2001 and any subsequent
revisions thereof.
Ill
Ill
23
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
3. The Carlsbad Residential Traffic Management Program is intended to provide
guidance and a list of potential too~s in recurring situations, however, the City Council, subject to
all applicable laws may modify, continue, approve, condition or deny proposals to change traffic
flow patterns on public streets.
PASSED, APPROVED AND ADOPTED at a regular meeting of the Carlsbad City Council
held on the _ _.;:;.st""'h"'----day of ---=Ma.-...v ______ ,, 2001 by the following vote, to
wit:
AYES: lchin, Finnila, Nygaard and Hall.
ATTEST:
~~7rl-~
L~WOOD, City Clerk (SEAL)
24
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
(Caltrans) pursuant to legislative authority provide for in the California Vehicle Code.
Traffic calming measures, however, have evolved to include features that may not be officially
approved through legislative action by the State of California. Commonly referred to as "tools",
the traffic calming measures or features available for use in Carlsbad are available in this
program'.s "toolbox".
Each tool listed is unique and has a specific purpose for addressing residential street traffic
concerns that require some form of traffic calming. Each tool has its own set of advantages and
disadvantages and a range of costs. More than just a structural feature on a street, traffic
calming tools also encompass education, enforcement, engineering and enhancement.
The following pages identify tools that have been endorsed and available for use in Carlsbad.
They were chosen for:
• Appropriateness to address traffic concerns in Carlsbad.
• Acceptability to stakeholders including the Fire and Police Departments.
• Suitability for use in residential neighborhoods.
Each traffic calming measure is briefly described, application for usage listed, and possible
advantages and disadvantages outlined. Estimated costs have been provided when the cost of
the measure was able to be determined.
TB-1
Phase I
Education
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
Phase I
Police Presence
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:
• Typically only effective when officer is present.
Disadvantages:
• Presence without enforcement has
limited effectiveness.
• Limited police resources.
• Used on residential streets with complaints of speeding.
• N/A
TB-3
Phase I
Police Enforcement
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.
• N/A
TB-4
Phase I
Speed Feedback Signs
Description:
A portable device equipped with a
radar unit that detects, displays and
records the speed of passing vehicles.
The sign can be set to display the speed
on its screen or show a blank screen for
data collection only.
Application:
May help discourage speeding on
neighborhood streets through
education (when set on display mode)
by showing drivers their current speed.
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 sign 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
TB-5
Phase I
Speed Limit Signs
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.
• 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
Phase I
Speed Limit Pavement Legends
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
Phase I
Warning Signs
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.
Phase I
Neighborhood Speed Monitoring P
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-9
Phase II
Residential STOP Signs
Description:
Residential 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.
• 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-10
Phase II
Speed Table
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.
• Perception of reducing property values.
• May not be as aesthetically 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:
Fire Department and Police Department shall have final approval of speed table locations and spacing.
• $8,000 -$14,000 each (prefabricated).
TB-11
Phase II
Speed Cushions
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 cushion 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.
Special Considerations:
Disadvantages:
• May increase noise.
• Aesthetics.
• May divert traffic to other streets.
• Perception of reducing property values.
• Increased maintenance costs.
• Some emergency vehicles impacted by slowing response
times.
• Requires special signing and markings.
• To control vehicle speeds, the spacing must be carefully evaluated.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed lump locations and spacing.
• $4,000 -$6,000 each (prefabricated).
TB-12
Phase II
High Visibility Crosswalks
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.
• Should only considered at controlled intersections where painted crosswalks already exist.
• 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-13
Phase II
Narrowing Lanes (Striping)
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
111.
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:
• Not effective as stand-alone measure.
• May lead to loss of parking.
• Increases regular maintenance.
• 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-14
Phase II
Neighborhood Signs
Description:
Neighborhood signs involve the use of special
signs such as "ENTERING A TRAFFIC CALMED
NEIGHBORHOOD" to increase motorist
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-15
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.
Phase Ill
Turn Restrictions via Signs
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.
• Inconvenient to residents.
• 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.
• $200 per sign.
TB-16
Phase Ill
Textured Pavement
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-17
Phase Ill
Entry Treatment
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-18
Phase Ill
Center Island Narrowing
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
Phase Ill
Curb Radius Reduction
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-20
Phase Ill
Traffic Circle
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:
Fire Department and Police Department shall have final approval of traffic circle locations.
• $20,000 to $35,000 per intersection.
TB-21
Phase Ill
Raised Intersection
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:
Disadvantages:
• Expensive to construct and maintain.
• Requires drainage modifications.
• Affects emergency vehicle response time.
• May require bollards around corners.
• Makes intersections more pedestrian-friendly.
• Special signing is required.
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-22
Phase Ill
Mid-Block Choker
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-23
Phase Ill
Lateral Shift
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-24
Phase Ill
Chicane
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-25
Phase Ill
Intersection Bulb-Out
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-26
Phase Ill
Realigned Intersection
Description:
"T" intersections are realigned/modified
by constructing horizontal deflection
which forces previous straight-through
movements to make slower turning
movements.
Application:
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:
Disadvantages:
• Removal of parking required.
• Increased maintenance.
• May divert traffic to other streets.
• Reduces vehicle speeds near intersection.
• 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-27
Phase Ill
Forced Turn Channelization
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-28
Phase Ill
Median Barrier
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-29
Phase Ill
Semi-Diverter
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-30
Phase Ill
Partial Diverter
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-31
Phase Ill
Diagonal Diverter
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:
Disadvantages:
• Increases out of direction travel.
• Increases trip lengths.
• Impedes emergency vehicles.
• Can be designed to allow emergency vehicle access.
• 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-32