CITY COUNCIL AGENDA REPORT

Transcription

1 CITY COUNCIL AGENDA REPORT TO: FROM: Honorable City Council Michael J. Egan, City Manager Date: August 4, 2015 BY: Kurt H. Anderson, Director of Community Development William G. Zimmerman, Interim City Engineer Kathy Tai, Senior Management Analyst SUBJECT: SPEED HUMP IMPLEMENTATION EVALUATION Background: On October 7, 2014, City Council requested staff to study the benefits of implementing speed humps within the City of Norwalk, particularly around schools. Speed humps have been used as a traffic calming device in some jurisdictions to provide a vertical change in the roadway intended to reduce the speed of vehicles traveling along that road. The speed hump design criteria has evolved over the years as new data emerges from studies performed after installation. Currently, the standard for speed hump length varies from 12 to 14 feet with a full street width tapering to the gutter, and a maximum height of 3 inches. The purpose of this new design standard is to provide a smooth or rolling effect to reduce bumping or jarring of the vehicle. Compared to speed humps, speed bumps are typically used in parking lots and are the same height, but narrower and are far more abrupt than speed humps. Speed bumps are not appropriate for use within the public right-of-way. Comparison of Agencies with Speed Hump Policies: Staff researched Speed Hump Policies developed by five different agencies - the Cities of Diamond Bar, Brea, Downey, and Paramount, and the County of Los Angeles; contacted the Los Angeles County Sheriff and Fire departments for policies related to speed hump installation; reviewed Institute of Transportation Engineers (ITE) Speed Hump Guidelines; and compared these policies to each other (Attachment A). These elements include process/review/funding procedures, required petition and signatures, maximum or minimum traffic volumes, and approvals from emergency services, school districts, and transit agencies.

2 City Council August 4, 2015 Speed Hump Implementation Evaluation Page No. 2 The comparison of these agencies policies revealed the following key points: - All agencies require an installation petition from affected citizens or residents on the affected street - Majority of agencies require prior approval from police and fire departments - Majority of agencies require a traffic study to be performed - Majority of agencies adopted placement policy or restriction - Two agencies have a processing fee Speed Hump Advantages, Disadvantages, and Constraints: Speed Hump Advantages/Disadvantages (Attachment B) provides a side-by-side comparison of speed hump pros and cons grouped by issues such as speed impacts, traffic volumes, and safety impacts. Some of the advantages are: - Reduce traffic speeds Traffic on street with the speed hump decreases by 20 to 25% - Discourage neighborhood cut-through traffic - Relatively inexpensive when compared to other traffic calming measures - (Some) are portable and can be removed The disadvantages are: - Impact emergency vehicles (ambulance, police, fire, etc.) Depending on the type of vehicle, emergency vehicles may experience a delay in response time (Institute of Transportation Engineers estimate up to 9.8 seconds per hump). - Increase traffic volumes on adjacent streets Traffic on adjacent parallel streets increase up to 30%. - Increase noise levels - Street maintenance costs increase due to additional labor and materials - Potential public liability for damaged vehicles and increased claims Summary Should the City Council decide to proceed with installation of speed humps, careful thought needs to be given to policies and procedures. Speed humps are not an approved California standard traffic control device. Cities typically try to use control systems included in the California Manual on Uniform Traffic Control Devices (MUTCD). Utilizing such systems gives cities significant liability protection because they are approved by the California Department of Transportation (Caltrans) for a variety of circumstances. When a city strays from such standard design, the burden of proof to determine the design is reasonable, effective and safe transfers entirely to the city and its engineers. This is why every city conducts an engineering study for each speed hump installation. This adds significantly to the installation cost, but is designed to protect the city from future claim losses.

3 City Council August 4, 2015 Speed Hump Implementation Evaluation Page No. 3 In 2005, City Council considered implementing a speed hump installation policy. Council at that time decided to not move forward. Staff has revised the draft speed hump policy and it is provided as Attachment C. The draft policy begins with the city conducting communication, evaluation, and education activities to respond to an individual s complaints of excessive vehicle speeds. If the problem persists, the individual must obtain signatures from two-thirds of the residents living on the affected street approving the installation prior to City staff performing a traffic study and obtaining approvals from emergency services. Staff will then request City Council approval for speed hump installation. An appeal procedure is also included should there be a petition to remove speed humps. Fiscal Impact: Staff estimates the cost for installation of each speed hump as $9,600. This cost includes staff time, special studies, construction, and construction inspection. On-going maintenance costs are estimated at an additional $500 per hump per year. The cost of the proposed educational component has not been analyzed. There are no funds currently budgeted or implementation fee established to recover any associated costs for the installation. Citizens Advised: N/A Strategic Action Plan Implementation: N/A Recommended Action: City Council direction is requested. Attachments: Attachment A Speed Hump Guidelines Comparison Attachment B Speed Hump Advantages/Disadvantages Attachment C Draft Speed Hump Policy for the City of Norwalk Attachment D Background Resource Material 1. Institute of Transportation Engineers Guidelines for the Design and Application of Speed Humps and Speed Tables 2. California JPIA You Want to Put a Stop Sign Where? excerpt re: speed humps 3. Diamond Bar, Neighborhood Traffic Management Program 4. Brea, Speed Control Hump Program 5. Downey, Neighborhood Traffic Management Program 6. Paramount, Speed Hump Request Procedures 7. County of Los Angeles, Neighborhood Traffic Management Program 8. County of Los Angeles Fire Department, Speed Bump/Hump Policy

4 ATTACHMENT A SPEED HUMP GUIDELINES COMPARISON Multiple Guidelines/Policies were researched and compared to the City of Norwalk s Draft Speed Hump Policy. A side by side comparison is provided below: Agency Diamond Bar Brea Downey Paramount Title Neighborhood Traffic Management Program Speed Control Hump Program Neighborhood Traffic Management Program Speed Hump Request Policies County of Los Angeles Fire Department Speed Bump/Hump Policy County of Los Angeles Neighborhood Traffic Management Program ITE Speed Hump Guidance Guidelines for the Design and Application of Speed Humps and Speed Tables Norwalk Draft Policy and Procedures for Installation of Speed Humps Year Developed 2005 Approximately Comprehensive Program Documented Review, Installation, Funding Process, speed humps included as part of the program Specific to speed humps, speed humps included as part of the program Specific to speed humps Specific to speed bumps/humps, speed humps included as part of the program Specific to speed humps and Speed Tables Specific to speed humps No No Suggested No Installation Petition 67% of citizens affected 65% homes on street 75% Residents Additional Petition Requires all signatures including Support/non support Petitions None 100% for residents within 100 feet of installation 50% of affected households None 75% residents fronting the roadway None 67% of affected citizens Agency to determine 90% of roadway users must be contacted Suggested 66% property owners living on the street 50% of property owners living within 660 feet of installation Maximum Traffic (ADT) 5,000 3,000 1,000 minimum >2,000 None 500>5,000 None None 85 th Speed 30 MPH 35 MPH 60% exceed 25 MPH >30 MPH None Street Type Residential Local/Residential Local (25 MPH) Residential Study Required: Accidents, volumes, speed street condition, traffic circulation, and other factors Placement Policy/Restrictions, Public Works Commission Recommendation Less than 75 homes/units Primarily Residential Two lanes or less None Recommended Police Approval Coordination Fire Authority Approval Coordination School District Bus Route Approval No, not placed on routes Not recommended for transit routes Policy for Removal None None None None Agency determine Timeframe Developed Processing Fee No, approximately 9 months to one year No fee charged. City has $40,000 Annually programmed No, approximately 3 to 4 months None/Requesting Resident is responsible for the cost to remove No, approximately 9 months to one year Future: 50% Cost Share for Speed Hump Studies & Installation No, approximately 3 to 4 months None 12 months Agency to determine No, approximately 4 to 6 months None None None Discussion only None

5 ATTACHMENT B SPEED HUMP ADVANTAGES/DISADVANTAGES Issues Advantages Disadvantages/Constraints Speed Impacts Traffic Volumes Safety Impacts Costs to Install (Construction only) Reduce Speed Adjacent to Hump Humps placed within 400 to 600 feet most effective with an 85 th Speed of 28 MPH. Minimum recommended consecutive speed hump spacing is 400 feet Reduces Traffic Volumes Discourages cut-through traffic Reduced the number of accidents near speed hump installation sites. $4,500/per hump location (including signage, striping, and construction inspection Studies document that speeds increase between successive humps. Speeds have been observed to increase more than 8 MPH within 200 feet of a speed Hump. Traffic diverted to other adjacent streets Adjacent streets noticed an increase in number of accidents. Approximately, $4,500 to remove asphalt, signage and striping. Bus Service and Emergency Complaints responders. Resident that has the speed hump. Parking Complaint from resident where Minor Impacts speed hump is located. Noise Noise Level potential increases from vehicles crossing over the Hump. Fire/Police Impacts Reduce response time by 5% to 10%. Concerns expressed about jarring motion of traveling over the speed hump. Requires Police and Fire Department approval. See attached Fire Department Code. Bus/Transit/School Not recommended for bus routes. Not recommended for collector Street Types Residential Street or greater than two lane roadway. Signage Provides advanced warning of Additional signage in the speed hump neighborhood. Liability Personal Injury and Property damage potential Other Consideration Bicycle Impacts Trash Collection

6 ATTACHMENT C DRAFT POLICY AND PROCEDURES SUBJECT: IMPLEMENTATION OF SPEED HUMPS SECTION IX PUBLIC SAFETY PURPOSE To establish a policy for the implementation of speed humps, and the procedure for their evaluation and analysis for installation. POLICY In response to receiving complaints of excessive vehicle speeds on streets within a specific neighborhood, Norwalk staff will initiate the following process, prior to taking action on the feasibility of speed hump installation: Communicate Respond to the neighborhood of concern and make direct contact with the resident(s) reporting the problem and explain the plan of action to include a follow-up schedule. Evaluate Make arrangement with Public Safety to deploy the Speed Survey Unit on the street(s) within the neighborhood of concern. In addition to displaying vehicle speeds, the unit will calculate and register vehicle counts and speeds. The printed survey data will be evaluated to determine high traffic volumes and violations. The data will also be shared with the resident(s) reporting the problem. Educate In addition to distributing Information and Enforcement Warning Brochures to residents on the affected street(s) in the neighborhood, the neighborhoods will be surveyed for appropriate speed limit and speed caution signs. Alleviate During the final two days that the Speed Survey Unit is deployed in the neighborhood, traffic deputies will be assigned to the immediate area of the unit to monitor and enforce vehicle code violations. They will remain in the area for an additional two or three days during the times designated as high volume and/or high number of violations as per the survey data. As a feature to the process a permanent driver feedback sign (DFB) can be installed to let motorists know when they are exceeding the residential speed limit, by displaying their speed. This is similar to the speed survey unit, but is smaller and mounted on a post. If the above process does not deter residential speeding and complaints persist, then City staff will encourage the complainant to begin the speed hump application process. Speed humps should be installed only after a traffic survey, evaluation, and analysis has been completed under the direction of the City Engineer. Installation should be considered after other measures including but not limited to increased signing or enforcement have been implemented without measurable success. Page 1 of 3

7 ATTACHMENT C Speed humps should only be installed in residential streets or alleys as designated by the City of Norwalk General Plan. No speed hump shall be installed in front of driveways, over manholes, utility valves or vaults, or adjacent to fire hydrants. Emergency service providers have the authority to either approve or disapprove each proposed location. The City Engineer will determine the location of speed humps. They will not be installed in horizontal or vertical curves or where visibility of the speed hump is limited. Speed humps shall not be installed within 300 feet of a traffic signal, stop sign, or yield sign, or within 75 feet of an uncontrolled intersection. Requests for speed humps shall be submitted on an application provided by the Engineering division. The application shall include the signatures of at least two-thirds of the property owners living on the street proposed for speed hump installation. If the required number of signatures is met, an additional application including the signatures of at least one-half of the property owners living within 600 feet of the proposed speed hump shall be submitted to the Engineering Division. Speed humps shall not be removed without two-thirds of the property owners living on the street the speed hump is located agreeing to their removal. Speed humps must be in place for a 9 - month review period before consideration is given to their removal. The ultimate decision to remove speed humps on any street will be determined by the City Engineer. Design standards for speed humps are on file in the office of the City Engineer. PROCEDURE APPLICANT Applicant obtains an application from the Engineering Division. Complete the application and file with the Engineering Division ENGINEERING DIVISION Makes copies of the application and distributes to Sheriffs Department, Fire Department, and the City of Norwalk Department of Public Safety for review and comment. SHERIFFS DEPARTMENT Conducts necessary investigations and submits recommendations to the City Engineer. FIRE DEPARTMENT Conducts necessary investigations and submits recommendations to the City Engineer. Fire Department approval required for installation per Los Angeles County Fire Code CITY OF NORWALK PUBLIC SAFETY DEPARTMENT Conducts necessary investigations and submits recommendations to the City Engineer Page 2 of 3

8 ATTACHMENT C ENGINEERING DIVISION Conduct traffic study, evaluation, and analysis to determine if request meets policy and is warranted. 1. Assess Needs: a. Surrounding land use (i.e., schools, emergency clinics, etc.) b. Pedestrian activities such as parks, school routes, bicycles, and bus stops c. Street speeds d. Traffic volumes e. Street parking 2. Evaluation: a. Petition Analysis, review and confirm signatures b. Conduct Public Workshop c. Confirm eligible street(s) d. Impacts to surrounding land use including businesses and residents e. Determine percentage of Cut-Through traffic f. Impacts to adjacent or parallel streets 3. Approval Process: a. Prepare plan and location b. Develop project costs c. Program funding d. City Council approval e. Determine installation schedule 4. Implementation: a. Install speed hump b. Evaluate operation c. Prepare Final Report APPEAL PROCEDURE APPLICANT Upon notification of denial, and within 14 days thereafter, the applicant submits a letter of appeal addressed to the City Council and filed with the City Clerk. CITY CLERK Attach a copy of the letter appealing the denial of the application and forwards to the Engineering Division. ENGINEERING DIVISION Prepares a staff report and delivers to City Clerk for placement on the City Council Agenda. CITY CLERK Notifies applicant of the time and date that City Council will hear the appeal CITY COUNCIL Grant or deny the request, and may stipulate special conditions. CITY ENGINEER Page 3 of 3

9 ATTACHMENT C If Council approves the appeal, initiates the removal of the subject speed hump(s). EXCEPTION There shall be no exceptions to this policy and procedure. Page 4 of 3

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62 ATTACHMENT D-2 Excerpt from California JPIA Resource Center You Want to Put a Stop Sign Where? The Risks of Using Unwarranted Traffic Control Devices Selected Resource: City of Roseville, Engineering Division, Traffic Operations FAQ: I would like a speed hump installed on my street Many years ago, the City had a speed hump installation program for residential streets. The City Council discontinued the program because of too many issues and resident complaints about the humps. Some motorists would intentionally drive over the humps at high speeds creating a neighborhood nuisance, swerve onto sidewalks and front lawns to avoid the humps, or speed up between the humps to make up lost time. Some motorists would divert to other streets to avoid the humps, transferring a speeding issue from one neighborhood to another. Therefore, the City no longer installs speed humps. The City has a speed hump removal program for those who are interested in removing existing speed humps on your street. Contact the Engineering Division at (916) for further information.

63 Table of Contents 1. What is The Neighborhood traffic Management Program (NTMP)? Goal of the NTMP Objectives of the NTMP INTRODUCTION The Neighborhood Traffic Management Planning Process Getting Started Evaluation Approval Implementation The Toolbox Toolbox Quick Reference Guide The Tools in Detail Appendix A - Developing and Conducting an Effective Community Outreach Program Appendix B Neighborhood Traffic Management Action Request Form Appendix C NTMP Qualifying Criteria... 43

64 2 1. WHAT IS THE NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM (NTMP)? The NTMP is a relatively new approach to managing traffic in Diamond Bar s residential neighborhoods. This proactive and preventive program is intended to preserve the quality of life in Diamond Bar neighborhoods. The program s goal is to improve the livability of neighborhoods by empowering residents. Through the program, residents are provided with the educational and engineering tools necessary to implement strategic measures to modify driver behavior to help make local streets safer. As this manual shows, together with engineering staff, residents will develop an action plan to help manage traffic in their neighborhoods. The NTMP seeks creative, comprehensive and lasting solutions to traffic concerns by considering the neighborhood as a whole and involving residents in the decision making process. Depending on the issues and level of community involvement, it can take from six months to two years to develop and carry out an action plan. Afterward, residents are provided with recommendations for continued community-based efforts to ensure success. 1.1 GOAL OF THE NTMP It is the goal of the City of Diamond Bar Neighborhood Traffic Management Program to improve the quality of life on residential streets within each neighborhood across the City. The Guiding Principals of Diamond Bar s NTMP Include: Education Guided by Public Works staff, you and your neighbors will receive the information and tools necessary to make informed decisions regarding traffic concerns in your area. Engineering Through this partnership, traffic management strategies will be implemented based on engineering principles and community input. Enforcement Community-identified strategies will be supported by targeted police enforcement. Engineering Enhancement All of the aforementioned principals will be given equal thought and consideration with the intent of making the streets in every neighborhood in Diamond Bar more livable. Enforcement Toolbox of Strategies Enhancement Education

65 3 1.2 OBJECTIVES OF THE NTMP The Objective of Diamond Bar s NTMP is: 1. To have a defined program for addressing neighborhood traffic management issues. 2. To improve driver behavior through education, enforcement, enhancement and engineering. 3. To work directly with the residents in the drafting of solutions to their neighborhood traffic management needs. 4. To reduce traffic speeds and traffic volumes on residential streets. 5. To enhance the quality of life for each person and the environment they live in. This manual can be used by a wide audience. Although intended primarily for transportation professionals, it is also intended that the manual be accessible to and used by elected officials and members of the community with an interest in, and an involvement with, traffic calming.

66 4 1.3 INTRODUCTION As the Southern California region continues to grow, residents have come to realize the streets they live along are under attack by traffic. Why is this? In some cases the problem is caused by regional traffic on the City s arterial roadways or nearby freeways. As traffic on these facilities increases, motorists look for ways to save time. To do this they may look for alternate routes through residential neighborhoods creating a cut-though traffic problem which can result in high travel speeds, excess travel volume and a decrease in safety on local residential streets. The natural strategy would be to fix the problem on these regional facilities. However, it may not always be practical or possible to do this. Some roadways cannot be improved because of the limitation of available right-of-way. Or perhaps the funds required to upgrade or enhance a specific facility are not available in the short-term if at all. In these cases the City must consider finding solutions elsewhere, the residential streets themselves. A recent trend in the Southern California area by a number of municipalities has been to turn to developing and implementing neighborhood traffic management programs. These programs are designed by their nature to enhance the quality of life for residents in their respective neighborhoods. This might include reducing the speeds of motorists on a particular street, or reducing the volume of traffic on another, or finding ways for those residents living near schools to cope with the rush of morning and afternoon pickup and drop off traffic. The perception of the problem will vary from person to person, street to street and neighborhood to neighborhood. There is of course, no simple answer to the problem. The solution which requires altering motorist and residents driving and travel behavior may involve a single street or the entire neighborhood. It requires careful planning, a willingness to change habits and the way we live and consensus building. Some traffic management measures are costly to implement not only in their construction costs, but in the manner in which they can change people s lives. They may be considered an unattractive addition to the neighborhood, or change peoples mobility patterns and travel times. It becomes a tradeoff between efficiency and effectiveness. The objective therefore, is to determine the best combination of measures that result in a net improvement, both real and perceived, in the quality of life at the most reasonable cost. This handbook has been designed to assist Diamond Bar s transportation professionals, elected officials and the community at large to effectively address and implement neighborhood traffic management problems. The handbook includes a step by step process to follow, a process checklist, an overview of the types of neighborhood traffic management tools to consider for different types of problems, and a summary of the tools themselves.

67 5 1.4 THE NEIGHBORHOOD TRAFFIC MANAGEMENT PLANNING PROCESS The Diamond Bar Neighborhood Traffic Management Planning Process is illustrated in Figure 1. The Figure shows the four basic stages spread out over a six to twelve month period. Figure 1

68 Getting Started The first step in the process entails assessing the need. In this step staff will work with the residents within each district and unique neighborhood to develop public awareness of the problem, document the issues and meet with the stakeholders. This will include the following: The City receives a written request to mitigate a traffic concern by a petition of 51% of the households on the affected street(s). A brochure will be sent out to the affected residents which outline the NTMP process. Figure 2 illustrates the NTMP district boundaries. A meeting for the residents along the affected street(s) will be held to discuss their concerns and gather first-hand information. Staff will develop a proposed action plan after data on the affected street(s) is collected and field observations have been performed. Data will be collected to assist in the analysis of the problem. Depending on the problem, this may include traffic volumes, vehicular speeds, or simple visual observation by staff. The residents will then be invited to a second meeting to discuss the proposed action plan Evaluation The second step is the evaluation phase where staff will perform a variety of planning and engineering analyses to solve the problem at hand. This step will include the following: At the second meeting, the results of the data collection and field observation process will be presented. Staff will also present a preliminary list of tools and strategies for residents to consider. The tools will be carefully selected to address their specific problems. The most cost effective tools will be identified. If necessary, other affected agencies will be contacted for review and approval of the plan. This might include the fire department or the sheriff. A conceptual plan will be prepared for residents to consider. The conceptual plan will identify the tools being considered and potential areas for implementation. Residents attending the meeting will be informed of the requirement of a 67% majority consensus of the residents living along the affected street. A survey packet will then be mailed to the residents of the affected street in order to obtain a 67% majority consensus Approval The third step is the approval process. In this step If a mailing from the City to the affected residents does not accumulate a majority consensus, then the original resident(s) requesting the improvements will be required to obtain the consensus through a petition process *. The proposed action plan will be submitted to the Traffic and Transportation Commission for review and forwarded to City Council for approval. Improvements will only be installed with a majority consensus from the residents.

69 Figure 2 District Boundaries 7

70 8 When consensus has been reached, staff will proceed with the preparation of engineering plans. These plans will identify the location of each tool that is being implanted. Residents will be notified of the anticipated construction and implementation schedule. * If the original resident(s) requesting the improvements is unable to obtain a 67% majority consensus through the petition process, the resident(s) may appeal his request to the Traffic and Transportation Commission and ultimately the City Council Implementation The final phase of an effective process is the actual implementation of a program. Throughout the process, neighborhoods should be aware of funding challenges and disruptions from construction. To the extent possible, construction mitigation measures should be a component of the implementation plan as well as community outreach during construction. This step also includes a post implementation evaluation of the program. Steps will include: After being in place for about 6 months, Public Works staff will conduct after study to evaluate effectiveness of Phase 1 actions. Results will be distributed to neighborhood action committee to determine whether follow-up action is desired (temporary installations made permanent or additional measures implemented). If requested, staff will schedule and notify neighborhood of meeting to discuss possible further actions. Based on actions requested at the meeting, appropriate petition forms will be submitted by neighborhood. Public Works staff will coordinate interagency review including the Los Angeles County Sheriff and Los Angles County Fire Department. Approved actions will be scheduled for installation pending necessary funding Public Works staff will conduct after study to assess effectiveness of the NTMP. This may include collecting traffic volume or speed data or making visual observations of the improvements. If, after 6 months, residents elect to have permanently installed devices removed, Public Works will consider removal of any or all devices upon receipt of petition representing 67% of the NTMP neighborhood. Table 1 includes the NTMP process checklist that includes key elements, critical dates and space for comments and notes. The checklist will help keep track of each step of the process, ensuring that each major task is completed as required and scheduled.

71 IMPLEMENT APPROVAL EVALUATION FIELD REVIEW 9 Table 1 Diamond Bar NTMP Process Checklist NTMP Process Checklist Process Element Critical Dates Staff Comments Citizen Complaint or Concern Identified Petition Distributed to Neighborhood Petition Received from Residents Petition Verified Neighborhood Meeting #1 Field Review Data Collection Preliminary Analysis Design Neighborhood Meeting #2 Prepare Final Plan City Council Review Other City internal Review Other Agency Review Conduct Temporary Construction Post Construction Evaluation Follow-up

72 10 2. THE TOOLBOX 2.1 TOOLBOX QUICK REFERENCE GUIDE This section of the Diamond Bar NTMP Handbook provides information to assist staff and elected officials with screening and selecting appropriate traffic management measures to address specific problems and conditions. Table 2 summarizes all practical toolbox measures available to the City of Diamond Bar. Each measure is ranked based on its effectiveness in speed reduction, volume reduction, and pedestrian safety and vehicle collision reduction. Each tool ranking is numbered and colored by category. For example Red = High =1, whereas Blue = Low = 5. Those tools colored with grayscale have not been evaluated or found to be effective for that particular measure. Staff should also be aware of the level of restrictiveness of each measure when developing the program. Table 2 ranks all toolbox measures from a low level of restriction to a high level of restriction. Table 2 Assessment of Available Toolbox Measures Effectivess of Traffic Calming Tools Based on Published Sources. Toolbox Item Level of Restrictiveness Speed Reduction Effectiveness Ranking Volume Reduction Effectiveness Ranking Pedestrian Safety Effectiveness Ranking Vehicle Collision Reduction Ranking Stop Signs Low 1 4 N/A N/A Enforcement (Visible & Active Police Presence) Low 2 4 N/A N/A One-Way Streets and Signs Low 5 1 N/A 1 Turn Restriction Signs Low 5 1 N/A N/A Turn Prohibition Signs Low 5 1 N/A 1 Radar Trailer Low 3 5 N/A N/A Speed Alert with Warning Low 3 5 N/A N/A Neighborhood Traffic Safety Campaign (Education) Low N/A Raised Crosswalk (3" h x lane width) Some N/A Speed Cushions Some 1 3 N/A N/A Speed Humps (2-5/8" x 12') Some 1 3 N/A 1 SpeedTables Some 1 3 N/A 1 Raised Intersections Some 1 5 N/A N/A Textured Pavement Some 3 3 N/A N/A Center Island Narrowing Some 4 5 N/A 1 Chicanes Moderate 1 1 N/A 1 Chokers/Slow Points Moderate N/A One-Way Entry/Exit Chokers, Half Closures, Semi Diverters Moderate 1 1 N/A 1 Bulb-outs Moderate Median Barriers Moderate 5 1 N/A 1 Curb Extensions (Entry, Exit, Mid-Block) Moderate 4 5 N/A N/A Full Closures, Cul-de Sacs High 1 1 N/A 1 Full/Diagonal Diverters High 2 1 N/A 1 Forced Turn Islands, Barriers, Channelization High 2 1 N/A 1 Traffic Circles High Legend Ranking Color Codes and Numbers High Effectiveness 1 Moderate Effectiveness 2 Average Effectiveness 3 Minimal Effectiveness 4 Low to Zero Effectiveness 5 No Data Available N/A

73 11 In order to simplify the NTMP development process, the measures identified in Table 2 have been individually summarized in their own respective tables. Staff should use the four summary tables to determine which tools to apply. The summary tables appear as follows: Table 3 Tools to Address Speeding Table 4 Tools to Address Traffic Volume Table 5 Tools to Address Pedestrian Safety Table 6 Tools to Address Reducing Vehicle Collisions

74 12 Table 3 Tools to Address Speeding Tools to Address TRAFFIC SPEED Based on Published Sources. Toolbox Item Level of Restrictiveness Speed Reduction Effectiveness Ranking Enforcement (Visible & Active Police Presence) Low 2 Radar Trailer Low 3 Speed Alert with Warning Low 3 Neighborhood Traffic Safety Campaign (Education) Low 5 Raised Crosswalk (3" h x lane width) Some 1 Speed Cushions Some 1 Speed Humps (2-5/8" x 12') Some 1 22' Tables Some 1 Raised Intersections Some 1 Textured Pavement Some 3 Center Island Narrowing Some 4 Chicanes Moderate 1 Chokers/Slow Points Moderate 1 One-Way Entry/Exit Chokers, Half Closures, Semi Diverters Moderate 1 Traffic Circles Moderate 1 Bulb-outs Moderate 3 Full Closures, Cul-de Sacs High 1 Full/Diagonal Diverters High 2 Forced Turn Islands, Barriers, Channelization High 2 Legend Ranking Color Codes and Numbers High Effectiveness 1 Moderate Effectiveness 2 Average Effectiveness 3 Minimal Effectiveness 4 Low to Zero Effectiveness 5 No Data Available N/A

75 13 Table 4 Tools to Address TRAFFIC VOLUMES Based on Published Sources. Toolbox Item Level of Restrictiveness Volume Reduction Effectiveness Ranking One-Way Streets and Signs Low 1 Turn Restriction Signs Low 1 Turn Prohibition Signs Low 1 Raised Crosswalk (3" h x lane width) Some 3 Speed Cushions Some 3 Speed Humps (2-5/8" x 12') Some 3 22' Tables Some 3 Raised Intersections Some 5 Textured Pavement Some 3 Center Island Narrowing Some 5 Chicanes Moderate 1 Chokers/Slow Points Moderate 1 One-Way Entry/Exit Chokers, Half Closures, Semi Diverters Moderate 1 Bulb-outs Moderate 3 Median Barriers Moderate 1 Curb Extensions (Entry, Exit, Mid-Block) Moderate 5 Full Closures, Cul-de Sacs High 1 Full/Diagonal Diverters High 1 Forced Turn Islands, Barriers, Channelization High 1 Traffic Circles High 3 Legend Ranking Color Codes and Numbers High Effectiveness 1 Moderate Effectiveness 2 Average Effectiveness 3 Minimal Effectiveness 4 Low to Zero Effectiveness 5 No Data Available N/A

76 14 Table 5 Tools to Address PEDESTRIAN SAFETY Based on Published Sources. Toolbox Item Level of Restrictiveness Pedestrian Safety Effectiveness Ranking Enforcement (Visible & Active Police Presence) Low N/A Radar Trailer Low N/A Speed Alert with Warning Low N/A Neighborhood Traffic Safety Campaign (Education) Low 4 Raised Crosswalk (3" h x lane width) Some 3 Speed Cushions Some N/A Speed Humps (2-5/8" x 12') Some N/A 22' Tables Some N/A Raised Intersections Some N/A Textured Pavement Some N/A Center Island Narrowing Some N/A Stop Signs Moderate N/A Turn Restriction Signs Moderate N/A Chicanes Moderate N/A Chokers/Slow Points Moderate 1 One-Way Entry/Exit Chokers, Half Closures, Semi Diverters Moderate N/A Bulb-outs Moderate 3 Median Barriers Moderate N/A Curb Extensions (Entry, Exit, Mid-Block) Moderate N/A Turn Prohibition Signs High N/A Full Closures, Cul-de Sacs High N/A Full/Diagonal Diverters High N/A Forced Turn Islands, Barriers, Channelization High N/A Traffic Circles High 4 Legend Ranking Color Codes and Numbers High Effectiveness 1 Moderate Effectiveness 2 Average Effectiveness 3 Minimal Effectiveness 4 Low to Zero Effectiveness 5 No Data Available N/A

77 15 Table 6 Tools to Address REDUCING VEHICLE COLLISIONS Based on Published Sources. Vehicle Collision Reduction Ranking Toolbox Item Level of Restrictiveness Enforcement (Visible & Active Police Presence) Low N/A One-Way Streets and Signs Low 1 Radar Trailer Low N/A Speed Alert with Warning Low N/A Neighborhood Traffic Safety Campaign (Education) Low N/A Raised Crosswalk (3" h x lane width) Some N/A Speed Cushions Some N/A Speed Humps (2-5/8" x 12') Some 1 22' Tables Some 1 Raised Intersections Some N/A Center Island Narrowing Some 1 Stop Signs Moderate N/A Turn Restriction Signs Moderate N/A Chicanes Moderate 1 Chokers/Slow Points Moderate N/A One-Way Entry/Exit Chokers, Half Closures, Semi Diverters Moderate 1 Bulb-outs Moderate 1 Median Barriers Moderate 1 Curb Extensions (Entry, Exit, Mid-Block) Moderate N/A Turn Prohibition Signs High 1 Full Closures, Cul-de Sacs High 1 Full/Diagonal Diverters High 1 Forced Turn Islands, Barriers, Channelization High 1 Traffic Circles High 1 Legend Ranking Color Codes and Numbers High Effectiveness 1 Moderate Effectiveness 2 Average Effectiveness 3 Minimal Effectiveness 4 Low to Zero Effectiveness 5 No Data Available N/A

78 THE TOOLS IN DETAIL The following pages describe some of the most common tools available for traffic calming applications. Example photos of temporary (where applicable) and permanent versions of the tool are shown, along with diagrams and general pros and cons of the tool in question. The descriptions are not intended to be definitive since different agencies throughout the country use various standards for the same tool. However, they can be used as a guideline as to which measures might be applicable in a given situation.

79 17 These are one of the most widely used traffic calming devices Bulbouts This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: $2,000+ Restrictiveness = Low Effectiveness = Moderate Temporary Description Permanent These tools are sometimes called neck-downs, knuckles, intersection narrowing, corner bulges or safe crosses. They are extensions to the curb in the vicinity of intersections which result in a reduction in the width of the roadway at that point. This results in reduced traffic speeds and a greater awareness of the intersection and pedestrians. The narrower curb to curb distance is considered beneficial to pedestrians. Turning traffic speeds are often reduced by the extensions, which increases safety for pedestrians. The bulbouts themselves can be landscaped to enhance the overall appearance of a neighborhood street. Temporary versions can be installed initially to gauge their effectiveness. These are usually defined by portable concrete delineators. Pros 1. Creates more pedestrian safe intersection 2. Pedestrian crossing distances are reduced 3. Vehicle turning speeds are reduced. 4. Common calming tool. Cons 1. Can be expensive if they are landscaped. 2. May affect large vehicle turning. 3. Maintenance is needed if landscaped. 4. May interfere with drainage. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? General Comments Possible Any emergency vehicle impact? Possible Will they divert traffic elsewhere? Affects on trucks? Tight radii Possible Tight radii What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool Local/Collector Spot Do they need enforcement? Can they be landscaped? Are they popular? Are they expensive? No Moderate

80 18 Can be used with or without crosswalk Center Island Narrowing This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: Varies K Restrictiveness = Low Effectiveness = High Temporary Permanent Description Median islands are used to narrow roadways. This results in reduced traffic speeds at the narrowed segments and can discourage cut-through traffic. The medians can be landscaped and can also be integrated with crosswalks for additional pedestrian protection. Care should be taken to avoid impeding residential driveways. They can also be used to restrict turns in and out of side streets. They can be tested initially with temporary versions to gauge neighborhood response. On narrower streets parking may need to be restricted adjacent to the medians. Cyclists can be placed nearer to faster moving car traffic. They can effectively be used on curved roadways to reduce speeds. Shorter islands are more effective at reducing speeds. Pros 1. Usually reduce traffic speeds. 2. Can be landscaped. 3. May improve pedestrian safety. 4. Can be combined with crosswalks. 5. Can be used to restrict turns. 6. Can be an excellent Gateway feature Cons 1. May adversely affect cyclists. 2. Expensive to introduce. 3. Can be expensive to maintain if landscaped. 4. May result in reduced parking. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Possible Any emergency vehicle impact? Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Are they popular? Are they expensive? Spot No Possible No No Moderate

81 19 The curving travel path results in slower vehicle speeds Chicanes This tool affects: Speeding Traffic Volumes Cut-Through traffic Cost: $6-14K (ITE 98) Restrictiveness = Moderate Effectiveness = High Temporary Permanent with Median Description Chicanes are also called deviations, serpentines, reversing curves, twists, and staggerings. They are curb extensions or islands that alternate from one side of the street to the other, forming S-shaped curves. They are used in mid-block locations on residential streets where speeding or cut-thru traffic is an issue. Ideally the traffic volumes in each direction will be of a similar level. They may include three or more alternating curb extensions. European manuals recommend shifts in alignment of at least one lane width, deflection angles of at least 45 degrees, and center islands to prevent drivers from taking a straight "racing line" through the feature. (Source Pros 1. Reduces traffic speeds and volumes. 2. No enforcement needed. 3. They can be landscaped. 4. They can help define entries to neighborhoods. Cons 1. Need to be designed to avoid centerline encroachment. 2. Parking may be affected. 3. Cyclists may be affected. 4. Emergency response time may be slowed. 5. Potential head-on collisions. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Any emergency vehicle impact? Will they divert traffic elsewhere? Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Possible Are they popular? Are they expensive? Both Minimal Possible Unknown No Unknown Moderate

82 20 Localized road narrowing can deter high speed and cutthrough traffic. Chokers Mid Block This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: $7-10K (ITE 97) Restrictiveness = Moderate Effectiveness = High N/A Temporary Permanent Description These are also called Slow Points. These are similar to bulges except two are placed opposite each other in a mid-block location. The result is a localized narrowing of the street. A pedestrian crossing can also be added across the narrowed area if desired. Such pedestrian crossings are sometimes referred to as Safe Crosses. The narrower travel way results in slower speeds and some deterrence of cut-through traffic. On-street parking spaces will be lost where the chokers are installed. Pros 1. Reduces traffic speeds and volumes. 2. No enforcement needed. 3. They can be landscaped. 4. They can help define entries to neighborhoods. 5. Not too expensive. Cons 1. Need to be designed to avoid centerline encroachment. 2. On-Street parking may be affected. 3. Cyclists may be affected. 4. Landscaping must be maintained. 5. May impact drainage patterns. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Any emergency vehicle impact? Will they divert traffic elsewhere? Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Possible Are they popular? Are they expensive? Spot Minimal Possible Unknown No Unknown Low Cost

83 21 Enforcement is always a temporary measure it is effective when police are present Enforcement This tool affects: Speeding Traffic Volumes Cut-Through traffic Cost: Variable Restrictiveness = Low Effectiveness = High N/A Temporary Permanent Description Enforcement involves having police on specific streets or intersections clearly monitoring speeds or traffic activity. They may also be using radar guns and may be actively ticketing speeding drivers. The idea of this activity is to deter and prevent unacceptable driver activity. This is a medium to high cost tool due to allocation of police resources to the activity. Once the police have left the location in question, driver behavior often reverts back to the unacceptable activity quite quickly. The effectiveness is relatively temporary but can be used to draw attention to a problem prior to or after public meetings about proposed neighborhood traffic management programs. Pros 1. Effective for short-term enforcement of traffic laws. 2. Can draw attention to problems. 3. Can be used when new tools are installed. Cons 1. Short-term effectiveness only when police are present. 2. Quite expensive to undertake over larger areas or multiple days. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Unknown Any emergency vehicle impact? Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Are they popular? Are they expensive? Spot No Unlikely None N/A Moderate

84 22 Some movements may be prevented others are encouraged. Forced Turn Islands This tool affects: Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: $5k-$25k Restrictiveness = High Effectiveness = High N/A Temporary Permanent Description These are traffic islands or extensions to the curbs which are designed to force traffic to make certain movements or turns at an intersection. They are sometimes referred to as Channelization Islands, Pork Chops or Right-Turn Islands. They can have similar effects as Half Closures or Semi-Diverters. Because they force traffic into specific movements, it is necessary to consider the effect the traffic may then have on nearby streets and arterials. Traffic problems can be moved from one location to another. Pedestrians gain an island refuge. Residential access may also be adversely affected because some turns onto certain streets may be prevented. Therefore coordination with neighborhood residents is essential before these tools are considered. Pros 1. Reduces traffic volumes. 2. Can prevent cut-through traffic. 3. No enforcement needed. 4. They can be landscaped. 5. Not too expensive. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Sometimes Possible Local/Collector Check Service Spot Cons 1. Access routes to properties can be affected. 2. May increase emergency response times. 3. Affect on transit must be considered. 4. Bike traffic should be considered Any emergency vehicle impact? Will they divert traffic elsewhere? Affects on trucks? Do they need enforcement? Can they be landscaped? Are they popular? Are they expensive? Diversion No Low Cost

85 23 Closure of street will eliminate cutthrough traffic but may shift problems elsewhere. Full Closures Cul-de-Sacs This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: Up to $30K Restrictiveness = High Effectiveness = High N/A Temporary Permanent Description Full closures or Cul-de-Sacs close one end of a street usually at an intersection. This is a very restrictive measure because travel patterns are permanently changed. They are effective at eliminating cut-through traffic on the street in question but care must be taken in evaluating where the traffic will divert to. The problems may be transferred to adjacent streets. Thus this measure should not be used in isolation. In addition, the neighborhood residents must be included in the decision making process for a full-closure because some residents will find access routes to their properties has changed significantly. Emergency response times can be adversely affected. Landscaping is possible. Pros 1. Considerably reduces traffic volumes. 2. Eliminates cut-through traffic. 3. No enforcement needed. 4. Not too expensive to introduce. 5. Improves safety for pedestrians. 6. They can be landscaped. Cons 1. Access routes to properties will be affected. 2. May increase emergency response times. 3. Affect on transit must be considered. 4. Problems can be diverted elsewhere. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Any emergency vehicle impact? Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? Spot Diversion No Low Cost

86 24 Very effective tool for modifying driver routes but has impacts on residents also. Gaps can be left for pedestrians and bikes Full / Diagonal Diverters This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: Up to $35K Restrictiveness = High Effectiveness = High Can be implemented with temporary bollards or barriers Temporary Permanent (Source: Description Full or Diagonal diverters create a barrier between one corner of an intersection to the diagonally opposite corner. They effectively prohibit some turns and all through movements at an intersection. They are used to forcibly modify traffic movements on selected streets. Gaps in the barrier can be introduced to allow pedestrians or bikes to cross. These tools, though highly effective, should be used with care because neighborhood residents will also be significantly affected by the barrier. Access routes to properties may become difficult. Emergency vehicle access is also significantly affected. Pros 1. Eliminates certain traffic movements. 2. Eliminates cut-through traffic. 3. No enforcement needed. 4. Improves safety for pedestrians. 5. They can be landscaped. Cons 1. Access routes to properties will be affected for some residents. 2. Emergency response times will be affected. 3. Affect on transit must be considered. 4. Problems can be diverted elsewhere. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Any emergency vehicle impact? Will they divert traffic elsewhere? Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? No Are they popular? Are they expensive? Spot No No Moderate

87 25 Half closures and semi diverters physically prevent certain movements for all road users. Half Closures Semi Diverters This tool affects: Speeding Traffic Volumes Cut-Through Traffic Pedestrian Safety Cost: Up to $35K Restrictiveness = High Effectiveness = High N/A Temporary Permanent Description Half Closures or semi-diverters are raised extensions from the curb or islands which usually extend from a corner of an intersection to block one lane of the street. In this way they effectively present drivers with a physical barrier to certain movements or turns usually at an intersection. Half Closures will stop all traffic moves to adjacent streets where a new problem can be created. Half Closures are nevertheless very effective in reducing traffic volumes at specific locations and for specific movements. It should be noted that Half Closures will affect all drivers, including local residents. Neighborhoods should be canvassed to determine if they are willing to accept this inconvenience. Pros 1. Will reduce certain traffic volumes. 2. Can help eliminate cut-through traffic. 3. No enforcement needed. 4. May improve safety for pedestrians. 5. They can be landscaped. Cons 1. Access routes to certain properties may be affected. 2. May increase emergency response times. 3. Affect on transit must be considered. 4. Problems can be diverted elsewhere. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Any emergency vehicle impact? Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? Spot Diversion No

88 26 Best if used with a comprehensive calming program Neighborhood Traffic Safety Campaign This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: Variable Restrictiveness = Low Effectiveness = Low N/A Temporary Permanent Description Traffic safety campaigns for a particular neighborhood usually consist of leaflets, fliers or letters sent out to residents and schools. These may show information on current travel speeds within the area with a request that neighbors adhere to posted speed limits and other traffic laws. These programs are most effective if combined with an overall neighborhood calming program since they help bring attention to the measures involved and encourage input in the selection of tools to address problems. Pros 1. Helps to make residents aware of problems. 2. Signs may enhance the residential nature of an area if used with other measures. 3. May make residents aware of a potential safety problem. Cons 1. The effectiveness of these campaigns is not verified. 2. There may be more effective alternative strategies such as neighborhood outreach meetings. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Unknown Any emergency vehicle impact? Unknown Will they divert traffic elsewhere? Unknown Affects on trucks? Do they need enforcement? N/A Can they be landscaped? N/A Are they popular? N/A Are they expensive? Area N/A N/A N/A N/A N/A Low Cost

89 27 Easy to implement and effective at reducing apparent road widths Parking Lanes This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: Variable Restrictiveness = Low Effectiveness = Moderate N/A Temporary Permanent Description Striped parking lanes can be added to the roadway to reduce the effective width of the traveled way. This helps to reduce traffic speeds. It is necessary to have enough available roadway width, i.e. 8 feet minimum for the parking lanes and adjacent 12 foot travel lanes for a total of 40 feet. They can be applied to only one side of the street if there are no driveways on some segments. Pros 1. Low cost measure. 2. Effective speed reduction tool. 3. Can be used on sloped roadways. 4. No loss of on-street parking. 5. Can be applied on hills. Cons 1. Requires at least 40 feet of roadway. 2. Drivers may encroach lanes on bends. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Possible Any emergency vehicle impact? Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Are they popular? Are they expensive? Area and Spot No Possible Unknown No No Low Cost

90 28 Speed enforcement tool Radar Trailer/Sign This tool affects: Speeding Cost: Unknown Restrictiveness = Low Effectiveness = Low N/A Temporary Permanent Description Radar trailers are commonly used by police departments to encourage compliance with speed limits on road segments where speeding occurs. They are highly effective while the trailers are in place but there is little evidence they result in a permanent reduction in travel speeds. They can be useful at the beginning of a traffic calming program to draw attention to traffic speeds and subsequent tools which might be placed in the roadway. They also help increase resident s awareness of areas where speeding is a problem. Pros 1. Locally effective speed reduction tool. 2. Easy to position where problems are located. 3. Helps draw attention to problem areas. Cons 1. Little long-term effect. 2. Not a permanent solution. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments No Any emergency vehicle impact? (Temporary) Will they divert traffic elsewhere? Unknown Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Are they popular? Are they expensive? Spot No No None No N/A Low Cost

91 29 Narrower speed table used as a crosswalk Raised Crosswalks This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: About $10K each Restrictiveness = Low Effectiveness = High N/A Temporary Permanent Description Raised crosswalks are essentially speed tables used for pedestrians as crosswalks. They have the similar ramps on either side of the crosswalk area which are usually striped or marked to enhance visibility. The crosswalk is effectively brought up to the same level as the sidewalk with some tactile device to allow visually impaired pedestrians to differentiate between the two. They reduce traffic speeds and enhance the safety of pedestrians. They are spot measures which are similarly priced to speed tables. Pros 1. Makes crosswalks more visible. 2. May improve pedestrian safety. 3. Effectively reduced traffic speeds. 4. Can be textured or paved. 5. Useful where parking restricts other tools. Cons 1. Some impact on emergency response vehicles but less than humps. 2. Problems can be diverted elsewhere. 3. Should not be used on hills or significant grades. 4. Can increase traffic noise in their vicinity. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Possible Any emergency vehicle impact? Will they divert traffic elsewhere? Possible for peds. Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? Spot Some Possible Possible No Paved Moderate

92 30 Essentially a speed table at an intersection Raised Intersections This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: About $25-60K Restrictiveness = Low Effectiveness = High N/A Temporary Permanent (UK example reversed) Description Raised intersections usually elevate the intersection up to sidewalk heights making for a pedestrian friendly environment. They can be paved attractively and usually include crosswalks. They are useful measures where pedestrian volumes are high. In addition they make drivers more aware of pedestrian activity. They can also be used as Gateway features at the periphery of a calmed neighborhood. A small lip or other textured device is needed for the visually impaired to differentiate sidewalk from intersection/crosswalk. Pros 1. Make crosswalks more visible. 2. May improve pedestrian safety. 3. Effectively reduced traffic speeds. 4. Can be textured or paved. 5. Useful where parking restricts other tools. Cons 1. Some impact on emergency response vehicles but less than humps. 2. Problems can be diverted elsewhere. 3. Should not be used on hills or significant grades. 4. Can increase traffic noise in their vicinity. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Possible Any emergency vehicle impact? Will they divert traffic elsewhere? Possible for peds. Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? Spot Some Possible Possible No Paved Moderate

93 31 A useful tool for encouraging community involvement in the calming process Speed Alert with Warning This tool affects: Speeding Cost: $5-10k Restrictiveness = Low Effectiveness = High N/A Temporary Permanent Description This is a program usually run by the neighborhood association. They may vary in function but usually they encourage residents to write down the information on drivers seen to be speeding in the neighborhood and to make use of police or agency databases to decide on a course of action. The system requires active community support to be effective. Data collected and reviewed by agency staff will determine action which may include locating a Radar Trailer or permanent speed alert sign on the affected street. When in place, residents will record the license plate and speed of speeding vehicles. Friendly letters are then sent to the owners advising them to reduce speeds or risk citation. Pros 1. Effective at reducing traffic volumes. 2. Discourages cut-through traffic. 3. Self-enforcing 4. Not too expensive to introduce. 5. Cyclists pass between cushions. 6. Minimal effect on emergency response. Cons 1. Affect on transit should be considered. 2. Problems can be diverted elsewhere. 3. Should not be used on hills or significant grades. 4. Ambulances may be affected. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Unlikely Any emergency vehicle impact? (locally) Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Are they popular? Are they expensive? Spot No Unlikely None N/A N/A Low Cost

94 32 Relatively low cost measure which effectively reduces traffic speeds. Speed Cushions This tool affects: Speeding Traffic Volumes Cut-Through traffic Cost: About $2.5K each Restrictiveness = Low Effectiveness = High Temporary Source: Permanent Description Speed cushions are variations on a standard speed hump. However, they do not span the entire width of the roadway. The width of the raised portion ensures that cars have to pass over some part of the cushion but may allow buses and emergency vehicles to pass over with much less impact. They are bicycle friendly. Speed cushion dimensions are about 7' wide, 10' long and 3" tall. Most passenger vehicle axle widths are around 6', so they cannot straddle speed cushions as emergency vehicles do. Speed cushions are designed to slow traffic by 10 mph and lower traffic volume by 5-7%. Pros 1. Effective at reducing traffic volumes. 2. Discourages cut-through traffic. 3. Self-enforcing 4. Not too expensive to introduce. 5. Cyclists pass between cushions. 6. Minimal effect on emergency response. Cons 1. Affect on transit should be considered. 2. Problems can be diverted elsewhere. 3. Should not be used on hills or significant grades. 4. Ambulances may be affected. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments - locally Any emergency vehicle impact? Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? Spot Minimal Possible None No No Low Cost

95 33 Common neighborhood tool. May be unpopular with emergency services. Speed Humps This tool affects: Speeding Traffic Volumes Cut-Through traffic Cost: About $3K each Restrictiveness = Low Effectiveness = High N/A Temporary Permanent Description Speed humps are paved and approximately 3 inches high at their center, and extend the full width of the street with height tapering near the drain gutter to allow unimpeded bicycle travel. The curve is usually parabolic. Speed humps are different from the shorter speed "bump" that is often found in mall parking lots. There are several designs for speed humps. The most common hump is 12 feet long but some cities prefer the 14 foot version which is less abrupt. The humps have a design speed of between 15 to 20 mph. If properly spaced (about 200 feet apart) they can reduce vehicle speeds by 10 to 15 mph. Pros 1. Effective at reducing traffic speeds by 10 to 15 mph. 2. Discourages cut-through traffic. 3. Self-enforcing. 4. Not too expensive to introduce. 5. Commonly used tool. Cons 1. May impact emergency response vehicles. 2. Problems can be diverted elsewhere. 3. Should not be used on hills or significant grades. 4. Can increase traffic noise in their vicinity. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments - locally Any emergency vehicle impact? Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? Spot Possible Possible No No Low Cost

96 34 Similar to speed hump but with a flat top. Speed Tables This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: About $10K each Restrictiveness = Low Effectiveness = High Temporary Permanent Description Speed tables are similar to speed humps but longer and with a flat topped profile. They are often constructed with bricks for an attractive look and can be used as Gateway features for neighborhoods. They can be combined with crosswalks and are then referred to as Raised Crosswalks or Raised Crossings. The 85 th percentile speed for a speed table is about mph i.e. higher than a speed hump. In some states speed tables are used on higher volume roads (eg. 6,000 vehicles per day) whereas humps are used for lower volumes of 500 to 3000 vehicles per day (Ft. Lauderdale FL). They are about more expensive than speed humps especially if paved. Pros 1. Effective at reducing traffic speeds Discourages cut-through traffic. 2. Self-enforcing. 3. Can be integrated with crosswalks. 4. Can be enhanced with paving stones. Cons 1. May impact emergency response vehicles. 2. Problems can be diverted elsewhere. 3. Should not be used on hills or significant grades. 4. Can increase traffic noise in their vicinity. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments - locally Any emergency vehicle impact? Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? Spot Possible Possible No Paved No Moderately

97 35 These are effective when used with parking lanes or as lower cost bulges Texas Dots This tool affects: Speeding Traffic Volumes Cut-Through traffic Cost: About$5 per dot Restrictiveness = Low Effectiveness = Medium N/A Temporary Permanent Description Texas Dots are raised white or yellow markings which can be used alone or in combination with a median as shown above. Driving over them produces an uncomfortable ride which helps narrow the effective roadway width and reduce speeds. They can also be used in combination with parking lanes to act as enforcement to the effective roadway narrowing cased by the lanes. They may be applied to short segments to simulate bulges or neck-downs if the cost of a landscaped bulge is considered too high. Cyclists may be adversely impacted by Texas dots. They may be considered unsightly in some applications. Pros 1. Low cost tool. 2. Effectively narrows roadways. 3. Can be used with medians and parking lanes for added effectiveness. Cons 1. May adversely affect cyclists. 2. May cause more noise if vehicles drive over them. 3. Not as attractive as landscaped bulges. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Possible Any emergency vehicle impact? Will they divert traffic elsewhere? Possible Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? Spot No Possible No No No Low Cost

98 36 These cause a vibration or noise when vehicles drive over them reducing speeds. Textured Pavement This tool affects: Speeding Traffic Volumes Cut-Through traffic Pedestrian Safety Cost: $5k-$15k Restrictiveness = Low Effectiveness = Medium N/A Temporary Permanent Description Small paving stones or cobble stones set in a pattern or specially stamped concrete provides an attractive tool which can reduce traffic speeds. They can also help delineate crosswalks and raised intersections or speed tables. In residential areas they can increase noise levels as cars travel over them and may not be suitable for all locations. Care should be taken to ensure wheelchair users are not disadvantaged at crosswalks. Also, cyclists may experience discomfort or loss of control if texture is too extreme. The costs are generally lower than other calming measures. Pros 1. May improve pedestrian safety. 2. Can reduce traffic speeds. 3. Can be an attractive feature 4. Can be combined with crosswalks. Cons 1. May adversely affect cyclists. 2. More decorative versions can be expensive. 3. May increase noise levels. 4. May not be popular on crosswalks for disabled people. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Possible Any emergency vehicle impact? Will they divert traffic elsewhere? Possible for peds. Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? Spot No Possible No No Paved Low Cost

99 37 Small traffic circles are an effective and quite common traffic calming tool. Traffic Circle This tool affects: Speeding Traffic Volumes Cut-Through Traffic Pedestrian Safety Cost: $25k-$35k Restrictiveness = Low Effectiveness = High Temporary Permanent Description Traffic circles are intersections with central circular islands and a circular one-way roadway around the island Drivers yield to vehicles already circulating within the intersection. They are self-enforcing and can improve safety due to the replacement of vehicular crossing movements with merging movements. Design standards are strict and primarily originate from the UK and Australia. They can help beautification projects if the central island is planted. Pros 1. Can reduce traffic speeds. 2. Can be an attractive landscaped feature. 3. Can be a Gateway feature. 4. Self enforcing tool. 5. Can reduce accidents. Cons 1. May adversely affect cyclists. 2. Expensive to introduce. 3. Maintenance of landscaping needed. 4. Should be well lit at night. 5. Can be problematic for pedestrians. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters Is it a Spot or Area-wide tool General Comments Possible Any emergency vehicle impact? Will they divert traffic elsewhere? Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Are they popular? Are they expensive? Spot No Possible No No

100 38 No turn signs are effective ways to control traffic patterns. They can be limited to peak periods if necessary Turn Restriction Signs This tool affects: Traffic Volumes Cut-Through Traffic Pedestrian Safety Cost: $200 Restrictiveness = High Effectiveness = High N/A Temporary Permanent Description Turn restriction signs prohibit either left or right turn movements at designated intersections. The restrictions can be limited to the morning and/or evening peak hours. Enforcement can be a problem with turn-restriction signs; they often have a violation rate of about 50%. Enforced restrictions have about 20% violations rates. (Source: Traffic Calming: State of the Practice - ITE, 1999) Turn restrictions should be discussed in detail with the community because they will have the same level of restrictiveness (if enforced) as full and semi-diverters. Thus residents may be inconvenienced and emergency response times may suffer. They are an effective tool for controlling cut-through traffic. Pros 1. Can reduce cut-through traffic. 2. Can reduce turn related accidents. 3. Relatively low cost tool. Cons 1. Will cause inconvenience for residents. 2. Will affect emergency response unless exempted. 3. High violation rate if un-enforced. Will this tool reduce traffic volumes? Will this tool reduce speeds? Will there be a safety improvement? What Streets can we use them on? Can we use them on a Bus Route? Can we use with Curbs and Gutters General Comments Any emergency vehicle impact? Unlikely Will they divert traffic elsewhere? Affects on trucks? Do they need enforcement? Local/Collector Can they be landscaped? Check Service Are they popular? Are they expensive? * N/A Low Cost Is it a Spot or Area-wide tool Spot * Unless emergency vehicles are exempted.

101 39 Acknowledgements Photographic Sources Photographic examples of some calming measures kindly provided by Craig Ciekot: Photographic examples of some calming measures kindly provided by Nicholas J. Burningham - Digital Media Productions Photographic examples of some calming measures kindly provided by Joel Falter - Katz, Okitsu & Associates

102 40 APPENDIX A - DEVELOPING AND CONDUCTING AN EFFECTIVE COMMUNITY OUTREACH PROGRAM Message Development Educating Impacted Communities The key to any Community Outreach/Public Education Program is an understanding and appreciation of the topic. Neighborhoods may be aware that increased traffic on residential streets is adversely impacting their lives, but they may not know that there are solutions available to address these problems. The challenge is to educate residents about both the problem and possible solutions in terms that are easy to understand, easy to implement and effective. When neighborhoods recognize their role in problem solving, they are more likely to participate in solution generating exercises, which is a key component of community consensus building. The first step toward building consensus is educating stakeholders about problems and their range of options. Fact sheets and /or newsletters broadly addressing the issues and solutions should be developed and distributed. Key topics include: What is a Neighborhood Traffic Management Plan? How will an effective Neighborhood Traffic Plan improve your neighborhood? Neighborhood Traffic Management Planning Process Communities and impacted stakeholders require an established process from the outset. The City of Diamond Bar is charged with creating and maintaining a public process that solicits and values community input, honors timelines and individual time constraints, and is transparent, inclusive and effective. Once a (traffic related) problem is defined within a community and key stakeholders identified, it is important that the process is developed and agreed upon by all involved parties. The Evaluation Process An evaluation process that includes appropriate stakeholders is another integral element to the overall process. This component should also be shared at the outset and consensus sought. This component includes: a. Establishing a Neighborhood Action Committee b. Holding Meeting(s) as required to formulate an action plan c. Data Collection d. Analysis and interpretation of collected data e. Once data has been collected, analyzed and interpreted for the impacted neighborhood, the community should be provided with the range of options their associated costs, and the feasibility of implementation of each range.

103 41 Scheduling and Conducting an NTMP Meeting/Workshop Assuming an appropriate level of concern regarding neighborhood traffic problems is registered, a neighborhood workshop will help ensure broad-based participation and input. The following are key elements for conducting neighborhood workshops: Determine appropriate date including day of week and time of day; sensitivity to cultural and religious holidays. Identify appropriate location accessibility of building, availability and safety of parking, proximity to impacted community, room amenities. Develop mailing list (if mailing beyond defined impacted boundaries). Identify other potential stakeholders i.e. nearby businesses, schools, other public facilities (hospitals, parks, post offices, churches). Provide proper advance notification (usually via post card and/or flyer, days out). Does notification need to be bi (or multi) lingual? Establish and post an agenda for public meetings. Identify a moderator / facilitator. Prepare information packets, fact sheets and or other appropriate materials to be distributed and / or displayed at the public meetings. This includes at minimum providing information on the full range of traffic calming devices with appropriate discussion re: pros and cons for each specific tool to the targeted community sign-in sheets. Prepare and distribute meeting summaries to attendees after the meeting.

104 42 APPENDIX B NEIGHBORHOOD TRAFFIC MANAGEMENT ACTION REQUEST FORM Instructions: Several weeks ago with the support of your neighborhood, residents in your area participated in the development of a neighborhood traffic management plan. The goal and purpose of the plan is to address traffic problems in your community. The Plan is now complete and is attached to this ballot. Please carefully review the Plan and check the appropriate boxes below. If approved by 67% or more of the households, the Plan will be carried out by the City. The deadline for returning the ballot is. Please check the appropriate box: YES, I support the plan as presented. NO, I do not support the plan as presented. Your Name: Street Address: Please Return This Form to: City of Diamond Bar Public Works/Engineering Department Copley Drive Diamond Bar, CA Attn: Neighborhood Traffic Management Program Thank you for your input

105 43 APPENDIX C NTMP QUALIFYING CRITERIA Requests for the implementation of neighborhood traffic management measures on public streets will be considered by the Department of Community & Development Services on a case-by-case basis for those streets meeting all of the following criteria: 1. The street should be primarily residential in nature with a daily traffic volume of at least 500 vehicles but not more than 5,000 vehicles per day. 2. The County Sheriff or Fire Department or other public safety or service agencies have not provided sufficient evidence of any major public safety concerns regarding the neighborhood traffic management and calming measures. 3. The change in traffic flow will not result in unreasonable liability exposure for the City of Diamond Bar. 4. The changes in traffic flow will not divert significant amounts of traffic to other residential streets Upon meeting the above criteria, staff will proceed as follows: a. The project manager will recommend and examine the technical feasibility and anticipated impacts of the proposed neighborhood traffic management and calming measures. This review will include items such as the Vehicle Code, State law, the Circulation Element, the type of road or street involved, compliance with engineering regulations, existing traffic conditions, projected traffic conditions, the potential for traffic diversion to adjacent streets, impacts to emergency vehicle response times and the increased liability exposure for the City or conflicts with future planned improvements. b. The project manager will determine the boundary of the "affected area" to be petitioned. The affected area will include but not be limited to those properties where normal travel routes to and from the "affected area" are to be altered by the neighborhood traffic management and calming measures, and/or properties that are significantly impacted by traffic that is to be diverted. Within each of the five districts, the affected area boundaries are developed by taking into account surrounding arterials, physical barriers such as rivers, parks, tracks, the pattern of impacts as identified by residents, and existing community area boundaries. c. The petition requesting the neighborhood traffic calming measures must be supported by 67% of the total number of citizens affected by the proposed changes in traffic flows. The citizens should include property owners, tenants, and business owners within the affected area who might be significantly affected by the proposed measure. Persons submitting petitions must attempt to contact all affected parties. All affected persons who may need to use the street(s) on a daily basis must be contacted for the petition to be accepted by the City. This requirement will be satisfied by signatures from 67% percent of the affected parties indicating support or non-support for the neighborhood traffic management measures.

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107

108 UPDATED NEIGHBORHOOD TRAFFIC CALMING PROGRAM February 22,2011

109 Table of Contents What is Traffic Calming? What are Traffic Calming Measures? The Neighborhood Traffic Calming Process Step 1 - Report the Problem Step 2 - Neighborhood Consensus Step 3 - Data Collection Step 4 - Stage 1 Traffic Calming Step 5 - Follow-up Analysis Step 6 - Stage 2 Traffic Calming Step 7 - City Council Approval Funding Prioritization General Pros and Cons of Stage 2 Traffic Calming

110 What is Traffic Calming? Downey residents have expressed concern about speeding and cut-through traffic in residential neighborhoods. In response to public interest, the city has developed a Neighborhood Traffic Calming Program. The Institute of Transportation Engineers defines "traffic calming" as "the combination of mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behavior, and improve conditions for non-motorized street users." The City of Downey also expands this definition to include non-physical measures such as educational programs and enhanced enforcement. What are Traffic Calming Measures? Neighborhood traffic calming measures are an attempt to enhance traffic and pedestrian safety and preserve neighborhood character and livability. In an effort to simplify this program, the City of Downey has presented those measures most likely to be recommended by staff for implementation in Downey. Many measures would be extremely difficult, if not impossible, to construct and in most cases come with an extremely high price tag. For simplicity, these measures have been left out of this policy. Additional measures may be investigated as each specific concern is raised within a neighborhood. In addition, new ideas and the advancement of technology may make additional measures available in the future. This program is intended to be a guide for traffic calming in Downey and will be modified as needed in the future. Measures included in this program are described in more detail later in this document, but can generally be used to address problems with speeding, cut-through traffic, increased volume, and safety. When traffic calming measures are properly implemented, the measures should be effective and self-enforcing and should also generate positive public feedback and acceptance. The Neighborhood Traffic Calming Process The Neighborhood Traffic Calming Program (Program) is not intended to replace ongoing activities to reduce speeding on residential streets. The Program is an attempt to formalize current activities, in addition to providing a mechanism for residents to document their support for both existing and possible future efforts to reduce speeding and cut-through vehicles on their street. This Program is a framework, and should advancements in technology become available, the Program may be modified to incorporate such advancements. There are seven steps to the traffic calming process, as described in detail below. The traffic calming process is also illustrated through the flow chart in Figure One.

111

112 STEP 1 - Report the Problem If you feel as though you have a speeding or traffic problem on your residential street, the first step is to report the problem to City of Downey Traffic Engineering staff at (562) or by submitting an on-line service request at City staff will note your complaint and provide a Traffic Calming Request Form. This form is also available at under 'Government' followed by 'Public Works'. Upon receipt of the Traffic Calming Request Form, City staff will evaluate the complaint to determine the nature of the problem, and make sure that the location meets the first traffic calming criteria as described in the following paragraph. The City will not implement this Program on "arterial" or "residential collector" streets, unless the arterial or collector street is located within a residential area as defined by Section 515 of the California Vehicle Code (CVC). Otherwise, staff will refer concerns on these streets to the Police Department for traffic enforcement and/or will address these concerns as part of on-going efforts to improve traffic flow and vehicular safety throughout the community. STEP 2 - Project Area and Neighborhood Consensus After receiving the Traffic Calming Request Form, City staff will review the concern(s) and determine the proper project area. Based on the project area, a petition will be prepared and forwarded to the requestor. The requestor is responsible to circulate the petition and obtain signatures from 75% of the occupants of the properties within the project area, confirming the property occupants' consensus of the neighborhood speeding and/or intrusion issue. After obtaining the required number of signatures, the petition must be returned to City staff within 90 days of issuance. Once returned, City staff will review and confirm adequate signatures have been submitted. If the petition contains the required number of signatures, City staff will proceed with the preparation of a Basic Traffic Calming Study. If the petition requirement is not satisfied, the matter will still be referred to the Police Department for focused enforcement against speed violators. STEP 3 - Basic Traffic Calming Study Once City staff initiates the Basic Traffic Calming Study, staff will collect vehicle speed and vehicle volume data. After collection, the data will be compared to established thresholds and prioritized based on severity of speeding or traffic volume. The intent of the Program is to address the worst problems throughout the community through a prioritization of the traffic

113 calming requests received in accordance with the table included under the "Priority" section below. Thresholds may be adjusted to maintain responsiveness in addressing the worst problems within the community. The following data will be collected through the Basic Traffic Calming Study: Speeding Threshold: If 15% of the vehicles driving on the roadway were traveling at speeds above 35 miles per hour, the street would be eligible for traffic calming. Volume/Cut-through Problem Threshold: In some cases, the reported problem relates to the volume of traffic on the residential street, instead of the speed. In general, if the given street has a daily traffic volume of at least 1,000 vehicles per day and more than 40% of the traffic volume on the given street block is verified as cut-through traffic through a license plate survey, then the street would be eligible for traffic calming. Other Issues: Some traffic problems cannot be categorized as either speeding or cut-through related problems. City staff will evaluate on a case-by-case basis if a unique issue warrants traffic calming. Priority: Streets eligible for traffic calming will be prioritized for implementation based upon the severity of the traffic conditions, taking into consideration the following factors: speeding, volume, cut-through traffic, crash history, proximity to pedestrian generators (Le., schools, parks, community centers) and unique roadway conditions. Priority points will be assigned per the following table: Speed Volume/Cut-through traffic Crash history Pedestrian Generators 2 points for each MPH difference between the 85'" percentile speed and the posted or prima facie speed limit 1 point for each 500 vehicles over 1,000 vehicles per day; 5 points if 40-65% or more of the Average Daily Traffic (ADT) on the street is cut-through traffic between arterials or major roadways; 10 points if hiaher than 65% 5 points for each speed-related crash in the past 3 years 5 points for each school, park or trail access, Iibrarv or

114 (15 points max.) community center along the street; 3 points if within 1 block; Unique Conditions (15 points max.) 2 points if within 2 blocks 5 points for proximity to a neighborhood business district or existing/planned transit hub; 5 points for evidence of crashes or speeding, such as long skid marks or broken glass; 5 points for missing sidewalk section; 5 points for unique roadway geometry that substantially restricts visibility; 5 points for a high crash rate Traffic Calming requests may be prioritized in other ways as well, independently of the criteria in the above table. For instance, all things being equal, a street with 27% of the vehicles traveling above 35 mph would be prioritized above a street with only 18% of the vehicles traveling above the 35 mph threshold. If the criteria are not met as a result of the Basic Traffic Calming Study, the matter will still be referred to the Police Department for focused enforcement against speed violators. STEP 4 - Stage 1 Traffic Calming If the location exceeds the thresholds identified above, city staff will first suggest possible solutions that do not involve the use of physical controls or impediments on the roadway system. These are primarily education and enforcement based measures called Stage 1 Traffic Calming. These include: Neighborhood Watch Program - Sometimes residents of a given neighborhood contribute significantly to a speeding problem. In this case, a grassroots citizen-driven awareness campaign can be very effective. Through a Neighborhood Watch Program, issues such as speeding and intrusion can be discussed among residents, particularly when local traffic is the source of the concern. Through this forum, such issues can be discussed on a regular basis. In addition, neighborhood residents may distribute fliers among the residents in the neighborhood to spread the word about driving appropriately through the particular neighborhood. Radar Speed Trailer Deployment - This trailer is a temporary device that is primarily used to inform motorists that they may be exceeding the posted or prima facie speed limit, in an effort to educate motorists to drive in a more prudent manner.

115 Traffic Enforcement Actions - This is traditional enforcement activity on the part of the Police Department's traffic enforcement officers. The intent is to modify behavior to result in a safer situation for all drivers and neighbors. Traffic Signing and Pavement Markers - Traffic Engineering staff will review all of the traffic signing and pavement markings in the area. If necessary, staff will install additional signage (Le., speed limit or advisory signs) or striping (Le., centerlines or edge striping) and/or replace faded signs and markings. When appropriate, changes and additions will be reviewed with interested neighbors. Please note that "STOP" signs are intended to assign the right-of-way at an intersection and have been found to be ineffective as speed deterrents and, therefore, are not intended for use as traffic calming devices. Semi-Permanent Radar Speed Sign Deployment - This is a semi-permanent device that is primarily used to inform motorists that they may be exceeding the posted or prima facie speed limit, in an effort to educate motorists to drive in a more prudent manner. Report Offending Motorists to Traffic Engineering Section - If residents observe offending speeding motorists on a regular basis, the license plate number of the vehicle can be reported by sending a letter to the City's Traffic Engineering Section along with the Traffic Calming Request Form. The name and return address of the individual submitting the letter must be included in the letter to verify residency within the City. A letter will then be issued by the City Traffic Engineer to the registered owner of the offending motorist, bringing the matter to the attention of the owner of the vehicle and to urge the owner to refrain from driving at excessive speeds. STEP 5 - Follow-up Evaluation After one or more Stage 1 traffic calming measures have been implemented, City staff will observe the area, generally between three to six months after the implementation. Based on these observations, discussion with residents, and follow-up data collection, when appropriate, staff will determine the effectiveness of the traffic calming measure. If the measures were deemed successful, and the thresholds identified in Step 3 are no longer exceeded the traffic calming process will end. If the location continues to exceed the thresholds for speed and/or cut-through traffic, City staff will proceed to analyze possible Stage 2 traffic calming methods. In the meantime, the location will be referred to the Police Department for appropriate enforcement, if such enforcement is not already being conducted. STEP 6 - Stage 2 Traffic Calming If the Stage 1 measures are deemed unsuccessful, City staff will conduct a Stage 2 Traffic Calming Study to suggest possible solutions to the problem. The solutions could

116 involve physical modifications of the street intended to control traffic speeds and/or volumes. These are called Stage 2 Traffic Calming methods. Engineering experience and judgment, along with neighborhood involvement, will be a large part of the Stage 2 Traffic Calming Study process. The following criteria must be met before a Stage 2 Traffic Calming Study will be conducted and Stage 2 measures considered: 1. The street must have a posted or prima facie speed limit of 25 mph. 2. The street must be classified by FHWA as a local road as defined by Section 515 of CA Vehicle Code (CVC). In addition, the installation of any of the below Stage 2 Traffic Calming measures will require the circulation of a petition. If the Traffic Calming Study suggests the installation of any of the below Stage 2 measures, a petition will be prepared and forwarded to the requestor. The requestor is responsible for circulating the petition in the project area and obtaining signatures from 75% of the residential properties within the project area. The petition shall also demonstrate that 100% of the occupants of the properties located within 100 feet of the proposed traffic calming device support its installation. After obtaining the required number of signatures, the petition must be returned to City staff within 90 days of issuance. Once returned, City staff will review and confirm the adequate number of signatures have been submitted. Possible Stage 2 measures include: Speed Humps - Speed humps are approximately 12 feet in width and vary from 2.5 to 4 inches in height. This raised pavement serves to physically force motorists to reduce their speed. In order to be effective, speed humps should be placed no further than 300 feet apart. Speed Tables - These are similar to speed humps with 4 to 6 foot flat sections along the top. Speed tables are generally used at crosswalk locations. In order to make their presence known to motorists and other roadway users, both speed humps and speed tables require the installation of signage and roadway markings. Mini-Roundabouts - This device is a raised circular island in the middle of a residential neighborhood intersection. Direct straight-through movements are obstructed by the raised island causing traffic to move to the right (counter clockwise) and around the circle. Yield signs that serve to alert motorists to the need to slow their speed entering the intersection normally control the intersection approaches. These devices are not advisable where high pedestrian activity is expected.

117 Curb Extensions, Chokers, and Chicanes - These measures narrow the roadway by extending raised curbs into the street. These can be done at street entries and exits as well as mid-block locations, The narrower street generally results in reduced traffic speeds and provides pedestrians with shorter crossing distances, These devices are currently in place on Downey Avenue at its intersections with 2 nd, 3'd, 4 th, and 5 th Streets, These devices may hinder drainage and may result in very expensive installations, including the relocation of drainage inlet structures. Street Closures and Cul-de-sacs - This is the complete barricade or termination of a street. Diverters - These devices are raised areas placed across a four-way intersection that prohibit through movements and force turns at approaches. Diverters can be considered on residential neighborhood streets where excessive/cut-through traffic is occurring on a regular basis. Other measures - As a result of new technologies, urban planning, or other advancements in traffic calming policies and measures, additional measures may be developed in the future. If included in a Traffic Calming Study, these measures will be fully discussed and evaluated within the proposed study, IMPLEMENTATION REQUIREMENTS FOR STAGE 2 MEASURES The following general criteria must be met to consider the installation of any Stage 2 traffic calming measure: Installation must not result in traffic diversion to other neighborhood streets. At least 75% of all dwelling units and 100% of the dwelling units within 100 feet of the proposed device shall support the installation through the aforementioned petition process. Devices shall be located a minimum of 25 feet from driveways, manholes, drain inlets, water valves, street monuments, fire hydrants, and other appurtenances. Devices shall not be installed where they will inhibit drainage, trash collection, street sweeping, street repair, access, visibility, or otherwise negatively affect existing circumstances. Downey Police and Fire Departments must approve the plan to assure that the possible affect on emergency response and/or access are balanced by the positive impact the measure will have on traffic and pedestrian safety.

118 STEP 7 - City Council Approval Once City staff and the neighborhood agree on an appropriate solution(s) as detailed in the Stage 2 Traffic Calming Study, the Study and proposed solution(s) will be presented to the City Council for final approval. This process will include a formal Public Hearing. Funding Along with the Stage 2 Study, the City Council will be presented with funding options for the project. The City will bear the responsibility of the installation as well as the permanent maintenance costs of the measures. Funding for the other aspects of the Program will come from general and grant funds and will be included in existing operating budgets. Current budgets are anticipated to cover the initial implementation of the Program. In future years, increased funding for traffic studies, enforcement activities, and other Program costs will be included in annual budget requests from impacted departments. As described above, residential assessments will be required to fund 50% of Stage 2 Traffic Calming measures. Prioritization For the most part, City staff will evaluate project areas, initiate petitions, conduct traffic studies, implement Stage 1 measures, evaluate Stage 1 measures, and complete and present Traffic Calming Studies to the City Council on an on-going basis. Should several requests be submitted at the same time, City staff will prioritize requests based on the severity of the problem. As mentioned above, with all things being equal, a street with 27% of the vehicles traveling above 35 mph would be prioritized above a street with only 18% of the vehicles traveling above the 35 mph threshold. In addition, City staff may consider accident history, proximity to schools or parks, pedestrian traffic, and other related circumstances when prioritizing requests. As discussed previously, this Program does not replace existing activities and will not limit staff from initiating enforcement or other activities in response to public safety concerns raised by residents.

119 General Pros and Cons of Stage 2 Traffic Calming Before the City decides to consider pursuing Stage 2 Traffic Calming actions, it is important that the benefits and disadvantages be carefully considered. While Stage 2 actions can be successful, they can also result in problems more significant than the original concern. This section will describe the general pros and cons of the Stage 2 Traffic Calming tools described previously. In most cases, the benefits are predictable, while the disadvantages can be much more unexpected. Consequently, a greater emphasis has been placed on the potential problems so that decisions can be made in a fully informed manner. Benefits Traffic Calming Measures Often Achieve the Desired Result Physical actions such as the installation of speed humps, mini roundabouts, street closures, etc. are often times successful in forcing traffic to behave in an intended fashion. In certain situations, they can achieve the desired result by utilizing a one-time capital expenditure and generally low ongoing maintenance costs. Permanence Stage 2 traffic calming actions are generally viewed as much more permanent solutions than Stage 1 actions. In most instances, the alternative approach to the desired result involves repetitive and costly ongoing Stage 1 traffic calming actions. There are significant potential benefits to utilizing Stage 2 traffic calming actions, which is why several neighboring communities have implemented Stage 2 actions, with other communities exploring their possible use. Accident and Crash Reduction One of the goals of traffic calming is the reduction in the severity and number of vehicular crashes and vehicular and pedestrian/bicycle crashes. Safety can be enhanced through increased driver awareness of other street users and reductions in volumes, speeds, and vehicle, pedestrian, or bike conflicts. Increased Neighborhood Property Values There is potential that a well-designed traffic-calming project can increase neighborhood property values.

120 Disadvantages Impacts on Emergency Response Vehicles and Response Times Emergency vehicles will be impacted when certain Stage 2 mitigation measures are installed. The same reason the City would install Stage 2 measures, to slow traffic, is the same reason not to install them, delays to emergency vehicles. As mentioned above, these impacts will be fully investigated and discussed before a proposed Traffic Calming Study recommendation is presented to the City Council. Diverting the "Problem" Traffic to Another Neighborhood Street Another concern has been the realization that in many instances, implementing traffic calming tools would be likely to move the problem rather than solve the problem. In virtually all instances, the traffic being controlled by physical traffic calming tools will not disappear or make major changes in its travel patterns. In most instances, the placing of impediments on a particular neighborhood street will merely divert some or all of that traffic to other neighborhood streets. Everyone is Inconvenienced Enforcement and education efforts, aimed at controlling speeds or influencing driver behavior, impact primarily the irresponsible drivers - usually a relatively small percentage of the driving population. On the other hand, physical traffic calming measures create delay and inconvenience for all drivers using the particular street. Benefits Sometimes Very Localized While speed humps are generally very effective in reducing speed in the immediate vicinity of the humps, they often result in higher speeds between the humps as drivers try to "make up" for the delay at the humps. Consequently, while using the speed humps to lower the average speed, it is likely that the top speeds on the street will increase. This result has been clearly documented in many studies regarding the use of speed humps or non-warranted stop signs for speed control. Maintenance Impacts for Heaw Vehicles Speed humps can significantly increase the cost of maintaining heavy vehicles. While not readily quantifiable, this is an important consideration related to the maintenance cost for fire engines, refuse trucks, street sweepers, etc. This is an especially serious concern for vehicles that will be subject to the traffic calming actions on a continual or repeated basis.

121 Impacts on Other Road Users All measures are designed to be acceptably safe for all users, assuming that these users are attentive as they proceed down the street. Speed humps and mini roundabouts are two of the most popular traffic calming measures. Bicyclists can traverse speed humps at typical cycling speeds without slowing down. However, if the bicyclists is careless (e.g., riding with no hands, not watching the road, no lights at night, etc.), the bicyclist might unexpectedly encounter a hump and be caught off balance. Mini roundabouts force drivers to the right at intersections, toward (but not into) the crosswalks and pedestrians sometimes feel that their safety is being compromised. Traffic accidents could increase due to driver unfamiliarity with these devices. These disadvantages for various user groups need to be considered along with the recognized benefits of overall traffic speed and volume reduction that result from a traffic calming project. Visual Impacts, Noise Impacts. and Aesthetic Concerns Actions such as speed humps and diverters most often pose no opportunity for the incorporation of aesthetics and can certainly have negative visual impacts. Additionally, virtually all Stage 2 traffic-calming devices require reflective devices, signs, and striping, which negatively affect the aesthetics of a neighborhood and could negatively influence property values. Since these devices are intended to pose obstacles to cars, they must be very well signed, marked, and lit in order to minimize potential safety problems and potential liability exposure. While the signing, marking and lighting are clearly justified for those reasons, they certainly negatively affect neighborhood aesthetics. Noise in the area of traffic calming devices, such as speed humps, can increase due to the deceleration and acceleration of vehicles. There is also usually noise created by the vehicle traversing a speed hump.

122 CITY OF DOWNEY Traffic Calming Request Form Please type or print and return completed form to: City of Downey City Manager's Office Brookshire Avenue, Downey CA 90241Attn: Scott. Pomrehn, Assistant Deputy City Manager Name _ Organization (if applicable) _ Date _ Day Tel. _ Eve. Tel. _ _ Mailing Address _ City _ ZIP _ Location of Problem (Give street name and cross street or other loeational information.) If possible, please include a simple map showing the location. Description of Problem To the extent possible, describe the time of day/week/month and/or frequency of the problem o Location Map Attached

123 SOLAR-POWERED VEHICLE SPEED FEEDBACK SIGN ", [ i I

124 @ FIRE STATIONS..: CMC CENTER... SCHOOLS ~ ~ PARKS.. b.. HOSPITALS._ - em BOUNDARY CITY OF DOWNEY DEPARTMENT OF PUBLIC WORKS PRO~IECT LOCATION MAP ENGINEERING DIVISION PROJECT: S.S. 611 VARIABLE MESSAGE SPEED FEEDBACK SIGNS