HomeMy WebLinkAbout9/7/2016 - STAFF REPORTS - 5.B. 4��P A L M$.P
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City Council Staff Report
DATE: September 7, 2016 NEW BUSINESS
SUBJECT: APPROVAL OF SPEED CUSHIONS ON WEST RACQUET CLUB ROAD
FROM: Marcus L. Fuller, Assistant City Manager/City Engineer
BY: Engineering Services Department
SUMMARY
Approval of this item will provide for the purchase of rubberized speed cushions
("humps") for installation on W. Racquet Club Road. This installation follows the
procedures outlined in the City's Neighborhood Traffic Calming Program previously
approved by the City Council in 2002. The Little Tuscany neighborhood has met with
staff over the last year, formed a neighborhood working group which has met and
agreed on the installation of two rubberized speed cushions on Racquet Club Road
west of N. Palm Canyon Drive. An official ballot of the Little Tuscany neighborhood
received approval by 68% of those responding.
RECOMMENDATION:
Authorize the installation of rubberized speed cushions at two locations on W. Racquet
Club Road as requested and approved by the Little Tuscany Neighborhood in
accordance with the City of Palm Springs Traffic Calming Program at a cost not to
exceed $30,000.
STAFF ANALYSIS:
In 2002, the City Council approved a Neighborhood Traffic Calming Program to address
neighborhood concerns over traffic safety, traffic speeds, traffic volumes, and cut-
through traffic; a copy of the staff report and Traffic Calming Program is included as
Attachment 1. Pursuant to the guidelines of the Program, the Little Tuscany
neighborhood formed a working group represented by block captain Tim O' Bayley and
block co-captains Maurice Wilson and Brad Kain. The working group was established
to review options for addressing the issue of high traffic speed on Racquet Club Road,
west of N. Palm Canyon Drive. An aerial photo of the study area is included as Figure
1.
ITEM NO.
City Council Staff Report
September 7, 2016 -- Page 2
Approval of Speed Cushions on W. Racquet Club Rd.
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Figure 1
W. Racquet Club Road is a 2-lane undivided collector roadway between Tuscany
Heights Drive and N. Palm Canyon Drive. This roadway segment has a significant
change in vertical elevation as it extends west up the Chino Cone, and on-street parking
is generally prohibited on the north side west of N. Leonard Road. The posted speed
limit is 25 miles per hour with two speed limit signs located on this segment of roadway;
one speed limit sign is located for westbound traffic near N. Junipero Avenue, and the
second speed limit sign located for eastbound traffic near N. Vista Drive. Land uses
adjacent to W. Racquet Club Road are designated as low density residential.
On the subsequent page, an aerial photo and a street view of W. Racquet Club Road
are included in Figures 2 and 3 for illustration.
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City Council Staff Report
September 7, 2016 -- Page 3
Approval of Speed Cushions on W. Racquet Club Rd.
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Figure 2
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Figure 3
In accordance with the guidelines of the Traffic Calming Program, the neighborhood
working group submitted a Community Action Request ("CAR") form identifying the
traffic problem and providing five names and signatures in support of the City evaluating
traffic calming measures to address speeding traffic on W. Racquet Club Road. Upon
receipt of the CAR form, staff performed an initial field investigation of the roadway
which consisted of documenting the existing signs, striping and roadway geometry.
During the field investigation, staff observed a few vehicles speeding up and down the
hill exceeding the posted speed limit of 25 MPH. Completing the field investigation,
staff determined that there were not enough speed limit signs posted on W. Racquet
Club Road to properly enforce the current speed limit.
03
City Council Staff Report
September 7,2016-- Page 4
Approval of Speed Cushions on W. Racquet Club Rd.
Staff met with the neighborhood working group and shared its findings from the recent
field investigation conducted for W. Racquet Club Road. Staff recommendations to the
working group were to install two additional 25 MPH speed limit signs, which is
consistent with the 2014 California Manual on Uniform Traffic Control Devices (CA
MUTCD) Section 2B.13 Speed Limit Sign:
"Additional Speed Limit signs shall be installed beyond major intersections and at other
locations where it is necessary to remind road users of the speed limit that is applicable"
Since W. Racquet Club Road between Tuscany Heights Drive and N. Palm Canyon
Drive is 0.75 miles long with no traffic control and the roadway has a steep change in
elevation, two additional 25 MPH speed limit signs was recommended and installed as
follows:
1) Between N. Palmero Drive and N. Vista Drive for westbound traffic
2) Between N. Tuscan Road and N. Leonard Road for eastbound traffic
A total of four speed limit signs are now displayed on W. Racquet Club Road, two in
each direction, to remind drivers of the 25 MPH posted speed limit.
The recommendations implemented by staff identified above are consistent with "Level
1" traffic calming measures. Level 1 traffic calming measures include added police
enforcement, speed displays, signs and striping to reduce or alleviate a traffic problem.
Level 1 traffic calming measures are primarily applied and if actions are ineffective, the
neighborhood working group could reapply and pursue Level 2 traffic calming
measures. Level 2 traffic calming measures are physical roadway improvements which
include speed cushions, raised medians, traffic circles, etc. The neighborhood working
group agreed to proceed with Level 1 traffic calming measures enhancements to reduce
the speeding traffic on W. Racquet Club Road.
Within a short timeframe, the neighborhood working group notified staff that the
installation of the two additional 25 MPH speed limit signs was unsuccessful as
speeding traffic continues along the roadway. The neighborhood working group
requested the City pursue a Level 2 traffic calming measure as an operative way to
reduce the speeding traffic problem. The working group's initial request was for the City
to install three speed cushions and one traffic circle on W. Racquet Club Road. A map
provided by the neighborhood working group in Figure 4 illustrates the initially requested
Level 2 traffic calming measures.
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City Council Staff Report
September 7, 2016 -- Page 5
Approval of Speed Cushions on W. Racquet Club Rd.
*Suggested locations for traffic calming
j SSuggested location for traffic calming
�vv chat would also be a great place for a -
traffic circle
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Figure 4
After review of the working group's Level 2 traffic calming measures, staff determined
that the requested traffic circle on W. Racquet Club Road at N. Via Monte Vista would
not be possible at this time due to the need for additional right-of-way. Staff further
determined that a third speed cushion located on W. Racquet Club Road west of N.
Leonard Road was not suitable given its location on a steep vertical incline. The
remaining two suggested speed cushion locations were determined suitable by staff,
and the working group agreed with staffs recommendations and requested that the City
Council consider approving the installation of two speed cushions.
Before a Level 2 traffic calming measure enhancement can commence for a particular
neighborhood, residents and property owners within a study area boundary must be
surveyed to determine the level of support for the requested Level 2 traffic calming
measures. On December 16, 2015, the Engineering Services Department released a
letter to 200 property owners living in the Little Tuscany neighborhood advising
residents of the working group's request for the City to investigate the problem with
speeding traffic on W. Racquet Club Road, and a recommendation for Level 2 traffic
calming measures including installation of two speed cushions. An exhibit showing the
recommended speed cushion locations and a survey card to be completed by the
resident and returned to the City was included with the letter. A copy of the City's letter,
exhibit and survey card is included as Attachment 2.
In response to the City's letter, 72 property owners returned survey cards (a response
rate of 36%), exceeding the Traffic Calming Program's requirement for a minimum
response rate of 33%. Of the 72 survey cards returned to the City, 49 responses
supported the recommended speed cushions (an approval rate of 68% of respondents).
In accordance with the Traffic Calming Program guidelines, at least 60% of the
05
City Council Staff Report
September 7, 2016 -- Page 6
Approval of Speed Cushions on W. Racquet Club Rd.
residents affected by the Level 2 traffic calming measures must support their installation
in order to proceed. Additionally, of the 5 property owners living on W. Racquet Club
Road that responded, 4 of the 5 (80%) supported installation of the speed cushions,
exceeding the Traffic Calming Program's requirement for support from 75% of property
owners immediately adjacent to the proposed Level 2 traffic calming measures.
Staff has coordinated with the City's Fire Department to review the recommended
speed cushion locations and typical details for W. Racquet Club Road; the Fire
Department has approved a speed cushion installation that accommodates the axle
width of a typical fire engine, as shown in Figure 5.
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Figure 5
The speed cushion typical details were reviewed and approved by the Fire Department;
the details for each of the two locations on W. Racquet Club Road are identified in
Figures 6 and 7.
36' EDGE OF
PAVEMENT
CL 1,5'TYP
18'
" ' I
A.C. CURB SCALE 1'-10
3, 9' 3' 6' 3' 9' k3 �_
Figure 6
06
City Council Staff Report
September 7, 2016-- Page 7
Approval of Speed Cushions on W. Racquet Club Rd.
46' I h ALL
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14' CL 1,5'TYP CURB AND
GUTTER
A.C. CURB
13.5'
1 13.5' hT. 6'. 1 3'1_ 13,5' 13.51 � SCALD D '
Figure 7
The locations of the two speed cushion installations is shown in Figure 8.
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W. RACQUET CLUB RD, FROM TUSCANY HEIGHTS DR TO JUNIPERO AVE
LEVEL 2 TRAFFIC CALMING MEASURES - SPEED CUSHIONS
REVISED EXHIBIT w..,
07
City Council Staff Report
September 7, 2016-- Page 8
Approval of Speed Cushions
On August 10, 2016, the Engineering Services Department mailed a letter to the Little
Tuscany neighborhood advising property owners that on September 7, 2016, the City
Council would be considering the installation of two speed cushions on W. Racquet
Club Road. The letter specified the implementation of speed cushions would be on a
test basis subject to continued monitoring and assessment by the City. The testing
period process may last up to one year after initial installation. Upon completion of the
testing period, staff will review with the neighborhood working group the effectiveness of
the Level 2 traffic calming measures. A copy of the City's notification letter is included
as Attachment 3.
Staff is recommending the City Council authorize the installation of rubberized speed
cushions at two locations on W. Racquet Club Road, as Level 2 traffic calming
measures to address the problem with speeding traffic, pursuant to the Traffic Calming
Program.
ENVIRONMENTAL IMPACT:
Section 21084 of the California Public Resources Code requires Guidelines for
Implementation of the California Environmental Quality Act ("CEQA"). The Guidelines
are required to include a list of classes of projects which have been determined not to
have a significant effect on the environment and which are exempt from the provisions
of CEQA. In response to that mandate, the Secretary for Resources identified classes
of projects that do not have a significant effect on the environment, and are declared to
be categorically exempt from the requirement for the preparation of environmental
documents. In accordance with Section 15301 "Existing Facilities," Class 1 projects
consist of the operation, repair, maintenance, permitting, leasing, licensing, or minor
alteration of existing public structures, facilities, mechanical equipment or topographical
features involving negligible or no expansion of use beyond that existing at the time of
the lead agency's determination. Therefore, in accordance with Section 15301(c), staff
has determined that installation of rubberized speed cushions on an existing City street
is considered categorically exempt from CEQA.
FISCAL IMPACT:
The Traffic Calming Program suggests that local funding by the neighborhood should be
considered throughout the traffic calming plan development process. Staff
communicated with the neighborhood working group early during the review process of
the preference for local funding by the neighborhood; however, the working group
indicated that the Little Tuscany neighborhood would not be providing any funding.
The cost for installation of two speed cushions is estimated not to exceed $15,000 each
for a total cost of $30,000. Sufficient funds are budgeted and available in the Special
Gas Tax Improvement Fund (Fund 133) Account No. 133-4298-50190 to implement
traffic calming measures.
08
City Council Staff Report
September 7, 2016-- Page 9
Approval of Speed Cushions on W. Racquet Club Rd.
SUBMITTED:
Marcus L. Fuller, PA, PE, PLS David H. Ready, Esq., P
Assistant City Manager/City Engineer City Manager
Attachments:
1. Palm Springs Traffic Calming Program
2. December 16, 2015, Survey Letter
3. August 10, 2016, Notification Letter
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ATTACHMENT 1
10
DATE: 9��gp �l, 2p�ZPULLED 8-15-02
TO: City Council I
FROM: Director of Public Works/City Engineer
NEIGHBORHOOD TRAFFIC CALMING PROGRAM
RECOMMENDATION:
It is recommended that the City Council approve and adopt the City of Palm Springs
Neighborhood Traffic Calming Program.
SUMMARY:
Concern from residents regarding traffic speeds and volumes are at an all time high
and are increasing on a weekly basis Recently developed tools, collectively called
Neighborhood Traffic Calming",have provided the Traffic Engineering industry with
more ways to reduce the negative effects of vehicle use, alter driver behavior and
improve conditions for pedestrian and other users. Staff is requesting the
implementation of a program to guide them in how the City Council would like these
tools used in Palm Springs. This program will also serve to prioritize traffic calming
requests, based on specific data of the identified issue,
BACKGROUND,
In the past when a resident called to complain about traffic speed or volume in their
neighborhood, staff would conduct a traffic and engineering survey to validate the
complaint. If the complaint was valid, staff would refer the problem to the police
department for enforcement. Although increased enforcement generally provides
a temporary reduction in trafficspeeds, once enforcement is complete traffic usually
returns to its normal pattern. If enforcement cannot correct a speed problem the City
may end up increasing the speed limit to comply with state speed laws. This
increase may not be desirable to the City or it's residents.
Neighborhood Traffic Calming allows the City to choose roadway characteristics that
produce the desired speed limit and volume for each roadway. The key word here
is "desired", which must be a combination of property owners' and residents'
opinions, along with the City's General Plan requirements as approved by City
Council.
The concept of developing a Neighborhood TrafficCalming Program was discussed
at the March 20, 2002, City Council meeting, two Council Study Sessions, as well
as three separate neighborhood meetings over the last year At the March 20, 2002,
meeting, Council suggested clarification wording,which has now been incorporated
into the document, specifically on page 1 D regarding possible fees, on page 13
concerning notification of any financial commitment being required of the
neighborhood, and on the page 19 Table showing that median islands would
contribute to speed reduction. Council also asked that the draft plan be submitted
to the City Attorney for review. Comments have been received from the City
Attorney and his suggestions have also been incorporated within the plan along with
all previously received citizen input.
9� 11
Neighborhood Traffic Ca,rringg Program
July 17, 2002
Page 2
The primary purpose of the program is to provide a structured means to address
neighborhood concerns over traffic safety. Once the neighborhood's concerns have
been properly identified, City staff will work with the neighborhood to develop
responsible measures that consider the "4E's" or Education, Enforcement,
Engineering and Enhancement. Elements of one or more of the "4E's" may be
incorporated into the traffic calming plan and presented to the City Council for its
consideration.
2
SUBMITTED:
DAVID J. BARAKIAN
Director of Public Works, City Engineer
APPROVED: z��'
City Manager
Attachments:
1. Minute Order
2. Traffic Calming Program
12
Neighborhood
Traffic
Calming
Program
City of Palm Springs
Department of Public Works and Engineering
David]. Barakian, City Engineer
Richard B.Jenkins,Traffic Engineering Coordinator
July 2002
Prialed 3-Jul-0
97/13 13
Table of Contents
1. Introduction 3
What Is Traffic Calming? 3
Multiple Purposes of Traffic Calming 3
An Integrated Approach to Traffic Calming 4
Future Program Updates 5
Whats Included in this Policy? 5
2. Traffic Calming Impacts 6
Travel Speeds 6
Traffic Volumes 7
Collisions
8
Emergency Responsiveness 8
3. Implementation Process 10
Community Identification of the Problem 10
Level 1 Implementation Process 11
Level 2Implementation Process 12
Funding Considerations 14
4. Guidelines for Installation 15
Speed Hump Guidelines is
Crosswalk Guidelines 15
Stop Sign Guidelines 15
Appendix
Traffic Cabning Toolbox 17
Application of Tools 17
Level 1 Traffic Calming Tools 17
Level 2 Traffic Calming Tools 26
Combining Traffic Calming Measures 26
Use of Temporary Measures 26
Implementation Process Chart 42
Community Action Request Form 43
Priorltization Worksheet 44
Acknowledgments 47
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1. Introduction
What is Traffic Calming?
The City of Palm Springs frequently receives complaints from its residents about speeding
and cut-through traffic in our neighborhoods. Several Palm Springs neighborhoods have
identified traffic safety and speed as high priorities needing improvement. Without proper
treatment, neighborhood livability will become more adversely affected. In response to the
public's concerns, the City of Palm Springs has developed a Neighborhood Traffic Calming
Program.
The term "traffic calming" is defined differently throughout the United States and the
world. The Institute of Transportation Engineers,an international education and scientific
association of transportation professionals, defines traffic calming as follows:
Traffic calming is 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 Palm Springs expands this definition to also include consideration of non-
physical measures, such as educational programs and enhanced enforcement.
Multiple Purposes of Traffic Calming
The immediate purpose of traffic calming is to reduce the speed and volume of traffic to
acceptable levels. Reductions in traffic speed and volume, however, are just means to
other ends such as traffic safety and active street life. Traffic.calming is undertaken for
many different reasons, including:
➢ Reducing through traffic
➢ Reducing truck traffic
➢ Reducing the occurrence of excessive speeding
➢ Reducing noise, vibration and air pollution
➢ Reducing accidents
➢ Providing safer environment for pedestrians and children
➢ Reducing crime
➢ Supporting redevelopment
As discussed later, many different traffic calming tools are available to achieve the above
goals.
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An Integrated Approach to Traffic Calming
The City of Palm Springs'Traffic Calming Program addresses the issue many residents have
expressed, namely "Too many cars, going too fast by my house," by working closely with
residents to identify existing problems, define neighborhood goals,and garner community
support. The program relies heavily on community participation and action.
After the identification of a neighborhood problem, City staff and residents use an
integrated approach to develop reasonable measures that consider the"4Es":
Education
Enforcement
Engineering
Enhancement
➢ Education: Residents are provided with information and tools necessary bD make
informed decisions about neighborhood traffic concerns.
➢ Enforcement: Community identified strategies can be put into effect through
targeted traffic enforcement.
➢ Engineering: Through a City staff and resident partnership, physical traffic calming
strategies are developed based on engineering principles, community input, and
financial feasibility.
➢ Enhancement: Design and landscaping features can be used to improve the
aesthetics and livability of neighborhoods and to enhance many physical measures.
Elements of one or more of the"4Es"are incorporated into all of the traffic calming tools
considered by the City. After development of a community-driven neighborhood traffic
calming plan, actions may be implemented using a staged approach.
Level 1 actions may be implemented first. Level 1 measures consist of easily
implementabie, low-cost, and often less controversial tools such as neighborhood traffic
safety campaigns, radar speed display units, neighborhood speed watch programs,
targeted police enforcement, sign installation, and pavement marking changes.
If it is determined, that more assertive measures need to be implemented, Level 2
improvements may be considered. Level 2 actions alter the configuration of neighborhood
streets, so they often require engineering, are higher-cost, and require community
consensus prior to installation. Level 2 measures consist of physical devices such as speed
humps, traffic circles, curb extensions, median islands, and other measures described
within this Policy. Level 1 measures need not be implemented prior to implementing Level
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2 measures.
The City's integrated traffic calming approach includes an essential community involvement
program. Community involvement and buy-in is a prerequisite. Because for every action
there is an opposite reaction, be it diversion of traffic to another roadway, or neighborhood
opposition to particular traffic calming devices, the success of City traffic calming projects
depend on considerable resident involvement.
Future Program Updates
The City of Palm Springs' Neighborhood Traffic Calming Program is considered a living
document. It will be updated from time to time as new traffic calming techniques are
developed and tested. As the City's neighborhoods gain more experience with traffic
calming, procedures may be revised. In addition, traffic calming device installation
guidelines will be added as they are developed.
What's Included in this Pollcy?
The City of Palm Springs'Neighborhood Traffic Calming Program Policy is divided into the
following five chapters:
➢ Chapter 1. Introduction: This chapter, which provides an overview of the City of
Palm Springs'Traffic Calming Program.
➢ Chapter 2. Traffic Calming Toolbox: Presents descriptions of various Level 1 and
Level 2 traffic calming tools.
➢ Chapter 3. Traffic Calming Impacts: Provides discussion of travel speed and
volume, collision potential, and emergency response impacts.
➢ Chapter 4. Implementation Process: Discusses the City of Palm Springs'integrated
and community-driven traffic calming approach.
➢ Appendix. Guidelines for Installation: The Appendix includes suggested guidelines
for the installation of various traffic calming tools.
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2. Traffic Calming Impacts
This chapter describes impacts of different types of traffic calming measures. Using
qualitative and quantitative data available from before-and-after studies, the ability of
various Level 2 devices to reduce travel speeds, cut-through traffic volumes, and collision
potentials are discussed. In addition,the impact of traffic Calming measures on emergency
responsiveness is presented. Level 1 impacts are not discussed since very few before-and-
after studies have been conducted on these type of traffic calming improvements.
Travel Speeds
One of the primary goals of traffic calming is to reduce travel speeds on residential streets.
In traffic engineering, speed distributions are typically represented by 85th percentile
speeds since most studies show that at least 85 percent of the drivers operate at speeds
which are reasonable and prudent for the conditions relative in each situation. Most of the
speed data available from before-and-after studies of traffic calming are 85th percentile
speeds.
Table 2.1 summarizes the speed impacts of various traffic calming measures. The data
shown in the table are based on the results of hundreds of before-and-after studies.
Table 2.1 Speed Impacts Downstream of Traffic Calming Measures
85th Percentile4SpmeedSample Sample m hEgesMeasure Size BAvg. Afteree**
Calmin CalminSpeed Hump 179 35. 227.44.0
Raised Crosswalk 58 36.7 30.1 -6.6 -18
2.7 3.2 8
Raised Intersection 3 34.6 34.3 -0.3 -1
6.0 3.8 10
Traffic Circle 45 34.2 30.3 -3.9 -11
4.4 3.2 10
Narrowing 7 34.9 32.3 -2.6 -4
2.8 5.5 11-4
Entrance Barrier 16 32.3 26.3 -5.05.2 5.2 Diagonal 7729.3 27.9 11.4 Source: rafficCalfi11�91Bteafthe "1TE.August 5.7 4.7
Measurements witMn the parentheses represent the stamdard deviation from the avenge.
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As shown in Table 2.1, speed humps have the greatest impact on 85th percentile speeds,
reducing them by an average of more than seven miles per hour (mph), or 20 percent
Raised intersections and traffic circles have the least impact.
It should be noted that the speed impacts of traffic calming measures rely not only on the
geometrics of the device, but the spacing between successive devices. Previous studies
indicate that speeds increase about 0.5 to 1.0 mph for every 100 fleet of separation for
speed hump spacing up to 1,000 feet.
Traffic Volumes
Another primary goal. of traffic calming is to reduce cart-through traffic volumes on
residential streets. Traffic volume impacts are much more complex and site-specific as
compared to speed impacts because of the availability of alternative routes and the split of
traffic between localized trips (that need to travel along the traffic Mimed location) and
through traffic (which can often take another route).
Although traffic volume changes are difficult to assess, based on previous studies, two
measures of impact are summarized in Table 2.2. The table provides information on
average percentage change in daily traffic volumes after treatment. The results shown in
Table 2.2 should be viewed as representative only.
Table 2.2 Speed Impacts Downstream of Traffic Calming (Measures
Sample Measure Sample Size Average Percent Change in Volume*
vehicles per day)
Speed Humps 143 -18
24
Raised Crosswalks 46 -12
20
Trafflc Cade 49 -5
46
Narrowing 11 -10
Entrance Barrier 53 -42
(41)
Diagonal Deserter 27 35 m
46
Full Closure 19
36
Source:'Traffic Calming,State of the Practice,"rM,August 1999.
Measurements within the parentheses represent the standard deviation from the average.
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Traffic volume changes are usually the greatest when roadway closure devices are used,
such as entrance barriers, diagonal diverters and cul-de-sacs. Of Level 2 measures,traffic
circles typically have the least effect in reducing traffic volumes.
It should also be pointed out that while implementation of certain traffic calming devices
can reduce traffic volumes along the intended route,they may also increase traffic volumes
along nearby residential streets. This potential impact should be considered before
deciding on which traffic calming tools are to be implemented.
Collisions
By slowing traffic, eliminating conflicting movements, and increasing drivers' attention,
traffic calming can result in fewer collisions. And, due to lower speeds, they are often less
serious when collisions do occur.
Table 2.3 compares before-and-after collision frequencies for various Level 2 traffic calming
measures. As shown, several traffic calming devices reduce the potential for collisions.
Traffic circles are very effective as they lower the number of potential vehicle conflict points
(since no left-turn or straight-through movements are allowed).
Table 2.3 Average Annual Collision Frequeniues
Before and After Traffic Calming
Sample Ave a Annual Collisions
Sample Measure S� Before Percentage
Calmin After Calminc3 Chan e
S ed Hump 50 2.62 2.29 -13
Raised Crosswalk 8 6.71 3.66 -45
Traffic Circle 130 2.19 .064 71
Sauce:unpunished doounents supplied by traffic riming programs.
Many traffic calming measures not only reduce the potential for collisions between two or
more vehicles, but also between vehicles and pedestrians or between vehicles and
bicyclists. Several treatments improve the sight distance between these modes, and/or
provide safe refuge areas for crossing pedestrians and bicyclists. On the other hand, some
measures that reduce travel lane widths could increase the potential for conflicts between
vehicles and bicyclists.
Emergency Responsiveness
Many traffic calming tools that are effective due to their ability to physically control traffic
circulation can also negatively impact several classes of emergency vehicles. The City of
Palm Springs and its residents place a very high priority on minimizing emergency response
time.
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Several localities have performed controlled tests of speed humps, raised crosswalks,and
traffic circles to see how much delay they produce. Table 2.4 presents the test results.
Table 2.4 Emergency Response Time studies Results
Community Measure play at Slow point
seconds
Austin,TX 12'Speed Hump 2.8(fire engine)
3.0(ladder truck)
2.3(ambulance w/out patient)
9.7 ambulance with dent
Berkeley,CA 12'Speed Hump 10.7(foe engine)
9.2(ladder truck)
22'Raised Crosswalk 3.0(ftre engine)
13.5 ladder truck
Boulder,CO 12'Speed Hump 2.8(fire truck)
25'Traffic Circle 7.5 fire hie
Montgomery Co,MD 12'Speed Hump 2A(ladder truck)
3.8(ambulance)
42(fire tuck)
18'Traffic circle 5.4(ladder truck)
3.2(ambulance)
5.0(fire truck)
7.0(pumper truck
Portland,OV 14'Speed Hump 52(fire engine)
2.9(oistam rescue vehicle)
6.6(ladder buck)
22'Raised Crosswalk 3.0(fire engine)
0.3(custom rescue vehicle)
3.0(ladder truck)
16'-24'Tralficcircle 6.1(fire engine)
3.1(custom rescue vehicle)
8.4 kidder truck
Sarasota li 12's Hump 9.5 ambukiixe
'Assumes a 35-mph response crulsng speed.
Source:"Traffic Calming,state of the Practice,"rrl,August 1999.
As shown in Table 2.4, regardless of the traffic calming measure or fire-rescue vehicle,the
delay per traffic calming measure is often under 10 seconds. Traffic circles appear to
create longer delays than speed humps, but speed humps have a greater probability of
damage to fire-rescue vehicles and injury to patients in ambulances. Finally, raised
crosswalks, because they are longer, create shorter delays than speed humps.
Consideration of traffic calming devices will always include a review of possible negative
impacts, including emergency response times.
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3. Implementation Process
The City of Palm Springs' Neighborhood Traffic Calming Program is based on substantial
community participation. Because residents are primarily the initiators of traffic calming
requests and must live day-to-day with the resulting actions, the City includes
neighborhood participation throughout the process. Development of successful traffic
calming programs depends on a strong interaction between the community and City staff.
One of the intents of the program is to provide a clear structure for addressing traffic
concerns in the Ckys neighborhoods. Traffic concerns may exist throughout an entire
neighborhood, or may be specific to a particular street, segment of roadway, or at a spot
location. The City's implementation process consists of two levels, as shown on Page 42.
Both levels require, as a first step, community or City staff identification of existing
problems. The process allows implementation of traffic calming tools in a timely manner in
conditions where problems could be addressed with fairly routine solutions.
Community Identification of the Problem
The traffic calming process begins once the City's Department of Public Works and
Engineering receives a request from a neighborhood to initiate a study or the Department
identifies a traffic problem through its regular review of traffic statistics. In the case of a
neighborhood-initiated request, a resident or a group of residents must complete a
Community Action Request form. The form must include a discussion of the current traffic
problems and the names and signatures of at least fire other affected property owners
supporting the request to initiate a study. A Community Action Request form is provided
within this chapter. The requesting party(ies) may be charged a fee per speed survey
location.
Upon receipt of the Community Action Request form,the City's Deparbment of Public Works
and Engineering will document the neighborhood concern, conduct a field investigation,
and collect data, as appropriate(e.g.,traffic volumes, collision data,travel speeds,etc.). If
City staff determines that the neighborhood's identified problem can be easily reduced or
alleviated with a Level 1 action (e.g., easily implementable and low cost tools, primarily
consisting of education and enforcement techniques),the City will propose implementation
of the most appropriate Level 1 improvement(s) at a neighborhood meeting.
After collecting survey information, City staff will evaluate the need for traffic calming. If
the need for traffic calming is not supported by the data collected, a report will be issued to
the requesting party(ies). If traffic calming is supported by the data, the Public Works and
Engineering Department will contact the City of Palm springs Office of Neighborhood
Involvement and Public Participation and request that a neighborhood meeting be held to
discuss the finding and form a neighborhood work group meeting. This procedure will also
is
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serve as the first step in the case of a Department identified problem. The group will work
with City staff to identify the most effective solutions to the identified problem. Solution
consensus will place the necessary project improvements on the list for prioritization.
The prioritization process provides the City with clear guidelines on how to manage its
limited resources effectively and appropriately when dealing with citywide traffic calming
needs. It is also allows the City to work with the neighborhoods that have the most
pressing problems first. When a particular location reaches the top of the City's
prioritization list, it will enter into the next phase of the traffic calming implementation
process.
Level 1 Implementation Process
City staff will review the neighborhood priority process annually. When a specific
neighborhood problem is identified, City staff will arrange an initial neighborhood meeting
with the assistance of those residents that signed the original Community Action Request
form. This will occur according to the problem's priority listing. At the meeting, City staff
will present findings from the initial field investigation and data collection phase, and
provide a presentation of the City of Palm Springs'Neighborhood Traffic Calming Program.
A volunteer group of residents chosen by the neighborhood participants will form the
project's Community Working Group.The community working group will be responsible for
arranging subsequent group meetings and shall keep their neighborhood constituents
informed as to progress. A goal is to have members that represent the various
geographical areas and interests within the neighborhood. City Staff will arrange and
provide the location for the initial meeting.
The Community working Group will work with City staff in an advisory role and will meet to
review existing problems, determine community goals, establish the neighborhood study
boundary, discuss and evaluate various measures, and gain community acceptance on
which measures to implement as means of addressing the problems. The group will also
determine how long to implement the recommended improvements, although a minimum
testing period of three months will be required.
Upon approval by the Group and City staff, the appropriate improvements will be further
prioritized for installation, in accordance with the Council approved Capital Improvement
budget. Following the pre-established implementation period, City staff will collect new
data to determine the effectiveness of the measures put into place. The Community
Working Group will then meet to discuss if their goals have been met.
If the prescribed actions have proven effective in addressing the goals,the improvements
will stay in place or permanent devices will be installed. If the actions are ineffective, the
Community Working Group may consider reapplying for a traffic calming plan or pursue
11
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J
potential implementation of Level 2 measures. A discussion of this process is provided
below.
Level 2 Implementation Process
Level 2 traffic calming improvements may be considered if Level 1 measures do not meet
the goals established by the Community Working Group, as previously discussed. In
special circumstances, City staff may determine that Level 1 measures cannot achieve the
desired outcomes and may recommend immediate consideration of Level 2 measures.
Projects that move into Level 2 consider physical travel speed and traffic volume reduction
measures and therefore require increased neighborhood consensus.
Before a Level 2 program can commence for a particular neighborhood, residents and
property owners within the study area boundary will be surveyed to determine their level of
support in considering Level 2 improvements. The CWs Department of Public Works and
Engineering,Traffic Management Center, in conjunction with City of Palm Springs Office of
Neighborhood Involvement and Public Participation will conduct the survey. A minimum of
one third of those surveyed must agree to proceed in developing an expanded plan. If less
than one third agree, then Level 2 improvements will not be considered.
If the vote supports consideration of Level 2 measures, the Community Working Group will
be formed or reestablished. It may be necessary to expand or otherwise alter the
composition of the initial group (if any) due to the likely greater impacts that could result
under a Level 2 traffic calming plan.
City staff will work with the Community Working Group in an attempt to identify as many
stakeholders that will be directly effected as possible. Their perspective is essential for
developing a plan that effectively addresses existing concerns without creating new
problems.
The Community Working Group will meet to review, or revisit existing problems and
community goals, and identify the appropriateness of various Level 2 measures in
addressing the existing problems. City staff will collect, sometimes with neighborhood
support, additional data to support the.process (e.g., delay studies, vehicle license plate
studies, etc.). City staff will assist the Community Working Group in developing a Level 2
traffic calming plan (note that the plan may contain some Level 1 types of measures),
Next, the Community Working Group will present the proposed Level 2.traffic calming plan
(which may consist of alternatives) to neighborhood residents and property owners at a
neighborhood meeting. In addition, the plan may be presented though a newsletter or
other type of mailing. The City will assist the neighborhood in these efforts. However, it is
vital that the Community Working Group also work to gather support for the project.
12
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After the neighborhood meeting, residents and property owners may be asked to vote on
whether or not to conduct a temporary test of the proposed Level 2 traffic calming plan. A
vote will generally occur if a solid consensus is not reached at the open house. At least 60
percent of the residents and property owners (household locations will be determined by
City staff and the working group)that could be affected by the proposed changes in traffic
flow must favor implementation of Level 2 measures in order to proceed. In addition, at
least 75 percent of the residents and property owners immediately adjacent to each
proposed device must favor implementation. One vote will be granted to each residence
and/or property owner. The voting period will last up to four weeks. In order for the vote
to be considered valid, a minimum of one third of all of those balloted must respond.
In some cases, neighborhood participation in funding a proposed Level 2 plan may be
necessary. If a financial commitment is required from the neighborhood, this stipulation
will be included in the ballot, along with the estimated total cost and proposed
apportionment to each individual property owner.
After conclusion of the voting process, City staff will notify residents and property owners
about the ballot results. If the Level 2 traffic calming plan does not receive enough votes
for testing, the proposed devices will not be installed. The community may re-apply for a
traffic calming plan in three years or sooner if special circumstances indicate that further
review should be considered.
If approved, the proposed Level 2 traffic calming plan will be implemented on a test basis
using temporary control devices, where possible, for a period determined by the City's
Department of Public Works and Engineering. In most cases,the test program will last one
year - with the ultimate duration agreed to by the Community Working Group in
conjunction with City staff.
Following the test period, City staff will collect new data(e.g., traffic volume counts,speed
surveys, etc.) in order to determine the effectiveness of the measures put into place.
These results will be provided to all of the neighborhood residents and property owners.
Then the devices may be installed in a permanent manner, removed, or a further vote may
be taken using the same process as described previously. Again, City staff will notify
residents and property owners about the ballot results. If permanent measures are voted
in, the Level 2 traffic calming plan will be fully implemented with permanent devices. City
staff will give notification to the neighborhood prior to construction.
After construction of the permanent Level 2 measures, the City's Department of Public
Works and Engineering will continue monitoring the effectiveness of the plan for up to one
year. City staff will prepare a report of the findings for presentation to the neighborhood.
Depending on the nature of the measures,this report could include a maintenance plan for
residents and property owners.
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Funding Considerations
Funding for the implementation of a traffic caiming plan should be considered throughout
the plan development process. If funding limitations will impact the range of options
available, this needs to be identified early in the process and the variety of appropriate
devices should reflect these limitations. It must be reiterated that Level 2 devices are
expensive. Furthermore, the City's Neighborhood Traffic Calming Program operates on a
limited budget. The budget is approved annually and is contained in the City's Capital
Improvement Program.
However, if a neighborhood wants to implement a more extensive plan than what City Staff
believes is appropriate to resolve the identified problem(s),then the City Council may need
to approve the plan with additional funds and/or the neighborhood may be requested to
participate in funding all or a part of the project.
14
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4. Guidelines For Installation
The City of Palm Springs will continually develop recommended guidelines for the
installation of various traffic calming tools. This chapter will be updated from time to
time to provide new and/or revised guidelines for traffic calming devices. The
guidelines discussed below can be used in most circumstances; however, special
situations may sometimes apply since many streets have differing characteristics.
Speed Hump and Speed Cushion Guidelines
The following guidelines should be followed when considering the installation of speed
humps:
1. The street or street segment shall be a two lane residential local or collector street,
not found on the State or California's functional classification maps, where its
primary function is to provide access to abutting residences.
2. The street or segment shall be fully improved, i.e. includes curb and gutter or curb
and gutter shall be constructed as part of the project that constructed the humps or
cushions. Streets without full improvements may be considered if physical
conditions exist that will allow the humps or cushions to operate effectively.
3. The street segment shall be at least 600'long.
4. The installation of humps or cushions shall not adversely affect response time for
emergency service vehicles.The Department of Public Works and Engineering staff
in conjunction with potentially affected Public Safety Departments shall determine if
there is any affect to existing response times.
5. Guidelines apply to streets with a speed limit of 30 miles per hour or less.
6. The critical speed (i.e. the 85n'% speed) should be at least seven miles per hour
over the speed limit.
7. At least 50% of the traffic should exceed the speed limit.
8. The average daily traffic volume should be more than 500 vehicles per day, but less
than 3,000 vehicles per day.
Crosswalk Guidelines
Crosswalks shall not be installed unless the location demonstrates a high concentration
of pedestrians and shall be installed in conjunction with traffic control devices such as
traffic signs. New crosswalks at uncontrolled intersection or mid-block locations shall be
strictly limited and shall be allowed only in the most urgent circumstances and if
pedestrian safety can be provided.
Stop Sign Guidelines
Stop sign installation shall be guided by the MUTCD stop sign warrants or the"Multi-
Way STOP Installation Criteria for Neighborhood Street" as found in the January-
February 1999 issue of the WesternlTE.
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A17
Appendix
Traffic Calming Toolbox 17
Application of Tools 17
Level 1 Traffic Calming Tools 17
Level 2 Traffic Calming Tools 26
Combining Traffic Calming Measures 26
Use of Temporary Measures 26
Implementation Process Chart 42
Community Action Request Form 43
Prioritization Worksheet 44
Acknowledgments 45
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Traffic Calming Toolbox
Application of Tools
Traffic calming tools come in all shapes and sizes, from the subtle to the very aggressive.
Each tool has appropriate applications, limitations on its use, advantages, disadvantages,
and costs associated with it. Before considering any traffic calming tool or a combination
of tools, it is important to clearly understand the residents'concerns and the factors or
conditions that generated those concerns. For example, sometimes all that is needed to
alleviate high speeds along a residential street is increased neighborhood awareness or
enforcement of speed limits. Physical devices such as speed humps are often well suited
for speed control, but may create increased noise; therefore, if residents are concerned
with both speed and noise, the installation of speed humps may not be the best choice at
particular locations. It is important to understand all of the issues associated with each
tool to identify the most appropriate one for the circumstances.
It is also important to recognize that if cut-through traffic is the problem(as determined by
traffic counts), it suggests one set of measures. If speeding is the problem(as determined
by speed measurement), it suggests another set. High collision rates, crime, or urban
blight may suggest a third set.
The following Table provides a general assessment of traffic calming measures. Chapter 2
provides more specific detail on how various traffic calming tools affect traffic speed and
volumes, vehicle collisions, and other quality of life measures.
Level 1 Traffic Calming Tools
Level i measures consist of easily implementable and low-cost tools,such as neighborhood
traffic safety campaigns, radar speed display units, targeted police enforcement, sign
installation, and pavement marking changes. Level 1 measures,as discussed in Chapter 3,
will always be implemented and tested prior to consideration of more restrictive measures.
Level 1 actions primarily consist of education and enforcement tools.
The following pages provide a gallery of potential traffic calming measures.
17
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Generalized Assessment of Traffic Calming Measures
rRedumsuces Reduces Loss of Redlids
Traffic Noiseparift Access Impacts
Maint Cost
ybe No Chan allone None None No $2501 Day
Noybe MlnMal Chan a None None None Occasional $200/Sign
High Visibility
be No N0 None
Chan None None Yes $1-5K
Police
Enforcement Yes Maybe C hal None None None No $75/Hr
Narrowing Yes Maybe Chan a None None None Yes $1-3K
Speed n u NO
51 ni Maybe No None None None Occasional
Cho a $2001 Sign
Stop
Signs Maybe Maybe Increase None None Yes Occasional $200/Sign
Signed No Yes No
Restrictions Cha fJone Yes Maybe Occasonal $2001 Sign
Level 2 Maasuraa•
Median Island Yes Maybe Decrease Yes Yes Yes Yes $10-75K
Gateway Yes Yes Varies Maybe Yes None Yes $10-20K
Curb Extensions Yes No NO
Chan Yes Norte Some Yes $10-20K
Chokers Yes Maybe ChN Yes None Some Yes $10K
Humps/Cushlon Yes Maybe Increase None None Yes Yes* $3-SK
s
Raised Yes
Crosswalk Maybe Increase Yes None Yes Yes' $5-IDK
Raised
Intersection Yes Maybe Increase Maybe Novo Yes Yes $25-50K I'
TraffxNo
Circles Yes Maybe Ch a Yes Yes Yes Yes $15-25K
Intersedlon
Chaonellzl Yes Maybe � Yes None None Maybe $15-20K
Chicane
Yes Maybe CtiNNoi Yes Maybe Some Maybe $20-90K
Movement be Ye
s Decrease None Yes Yes Yes
Ranier $5K
EnhanceNo
Banters Maybe Yes Chan Maybe Yes Maybe Yes $15-20K
Diagonal No
Diverter Maybe Yes Change Maybe Yes Yes Yes $15-35K
osur
No
Ciowre Maybe Yes Change Maybe Yes Yes Yes $20-35K
'Speed humps and raised crosswalks must be reinstalled each time a street is resurfared.
Sources:'Neighboriwod Tmlfic Management&Calming Program;City of Buena Ventura,CA 1997 and Parisi Associates.
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Speed Display Unit
Level 1
Description: The most common form of
radar speed display unit is a portable trailer 2 0
equipped with a radar unit that detects the
speed of passing vehicles and displays it on
a reader board,often with a speed limit sign
next to the display.
.ifs...-,
Application: The primary benefit of a
speed display unit is to discourage speeding - ,
along neighborhood streets.
Advantages: Disadvantages.
+Effective education tool. -Not an enforcement tool.
+Good public relations tool. -Ineffective on multi-lane roadways.
+Encourages speed compliance. -Less effective on high volume streets.
+Can reduce speeds temporarily. -Subject to vandalism.
Special Considerations:
• Used throughout the city on an ongoing basis.
• The purpose of the unit is to remind drivers that they are speeding.
• Encourage compliance with the posted speed limit.
• Usually only effective in reducing speeds when actually being used.
• In longer term (30 days), speeds can decrease by 6% on low volume roads.
• Effect usually negligible on higher volume streets serving through traffic.
• Some motorists may speed up to try to register a high speed.
• Should not be used in remote areas due to possible vandalism.
Cost:
• $250 per day.
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Higher Visibility Crosswalks
Level l
Description: Higher visibility -
Crosswalks can be created by
using paving blocks or
contrasting color concrete, or
painting zebra stripes in lieu of
or between the crosswalk's
outer boundary stripes, and
using Flashing beacon warning
signs or flashing pavement
beacons.
Application: The primary
benefit of a higher visibility
crosswalk is to increase
crosswalk visibility to drivers.
Advantages: Disadvantages:
+More visible than traditional x-walks. -Pedestrians may ignore traffic more.
+Indicates preferred crossing location. -Only used at uncontrolled crosswalks.
+Can slow travel speeds. -Usually require more maintenance
+Can be aesthetically pleasing than traditional crosswalks.
Special Considerations:
• Higher visibility crosswalks indicate preferred crossing location to pedestrians.
• Pedestrians may place too high a reliance on ability to control driver behavior.
• Specially paved types require more maintenance than traditional crosswalks.
• Should only be used at uncontrolled crosswalks.
• Less expensive, but not as effective as raised crosswalks (Level 2).
Cost:
• $1,000 to $5,000 each.
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Targeted Police Enforcement
Level 1
Description: The Police Department deploys 'NY RO GHEC o
motorcycle or automobile officers to perform targeted '�C UWP
enforcement on residential streets for at least an hour a WIND YOU
day.
Application: The intended benefit of targeted police
enforcement is to make drivers aware of local speed .
limits and to reduce speeds.
NMI[/4r MYY AM.y W_ [•w.Y:MIYMMp.tnw
YgIMIM hrt I.lul 4..1 MII✓/p.tAMMYwMW../W.I
Advantages: Disadvantages:
+Visible enforcement is very effective. -Temporary measure.
+Driver awareness increased. -Requires long-term use to be effective.
+Can be used on short notice. -Fines are lower than enforcement cost.
+Can reduce speeds temporarily. -Disrupts traffic on high volume streets.
Special Considerations:
• Police enforcement is continually in effect throughout the city.
• Usually used only on neighborhood streets with documented speeding problems.
• Typically only effective while officer is actually monitoring speeds.
• Often helpful in school zones.
• May be used during a learning period when new devices are first implemented.
• Long-term benefits unsubstantiated without regular periodic -enforcement.
• Expensive.
Costs:
• About$75 per hour for officer and equipment.
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Narrowing lanes
Level 1
Description: On this level 1 y•
type of measure, striping is usually :
used to create narrow lanes, often
about 10 feet wide. The unused -
pavement can be used to stripe ,
bicycle and/or parking lanes.
Application: The primary
benefit of narrowing lanes through
striping is to slow vehicle speeds.
Advantages: Disadvantage:
+Can be quickly implemented. -Increases regular maintenance.
+Slows travel speeds. -Not always perceived as effective tool.
+Improves safety. -Adds striping to neighborhood streets.
+Can be easily modified. -Increases resurfacing costs.
Special Consideration:
• Narrowed travel lanes provided °friction" and can slow vehicle speeds.
• Can be installed quickly and easily revised over time.
• Designated bicycle lanes and/or parking lanes can be created.
• Adds centerline and edge line striping to neighborhood streets.
• Can be used around curves to force vehicles to stay within lanes.
• On curves, raised dots are usually most effective on centerline.
Costs:
• $1,000 to $3,000 each.
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Speed Limit Signing
Level 1
Description: 25 mile per hour speed limit signs are installed SPEED
along neighborhood streets. LIMIT
Application: The primary benefit of speed limit signing is to
encourage slower vehicle speeds along residential streets. Signs
are only installed along streets where speeding is a problem. 25
Advantages: Disadvantages:
+Clearly defines legal speed limit. -Requires on-going police enforcement.
+Can reduce speeds if enforced. -Not effective solely by itself.
+Usually popular with neighborhood. -Low sped limits may be unreasonable.
+Low cost installation. -Adds additional signs in neighborhood.
Special Considerations:
• Should only be used on streets where speeding is a documented problem.
• Requires police enforcement to remain effective.
• Speed limits lower than 25 mph can only be set by engineering analysis.
• Unrealistically low speed limits will likely result in signs being disregarded.
• Increased cost of sign maintenance.
Cost:
• $200 per sign.
23
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Stop Signs
Level I
Description: Stop signs are either installed on the side (�
street where no signs currently exist or on the main street _
at an intersection where the side street already has stop
signs,
Application: Stop signs should only be considered
when warranted based on established criteria.
-----------------
Advantages: Disadvantages:
+Requires traffic to stop. -May lead to increased mid-block speeds.
+Assists pedestrian crossings. -Increases noise and air pollution.
+May slightly reduce cut-thru traffic. -Can create problems if unwarranted,
+Lowers speeds at the intersection. -May increase emergency response time.
Special Considerations:
• Stop signs should only be installed if warranted based on established criteria.
• Drivers may not comply with stop signs if installation is unwarranted.
• Mid-block speeds can Increase to make up for "lost" time.
• At low volume, unwarranted locations, many drivers will "roll' through.
• Can create safety problems for pedestrians when compliance is poor.
• Stop signs may increase certain types of collisions, e.g., rear-ends
• Stop signs may reduce other types of collisions, i.e., broadside collisions.
• May increase emergency response times.
• Increases noise near intersection due to vehicle deceleration and acceleration.
Cost:
• $200 per sign.
24
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Restricted Movement Signing
Level i
Description: Turn prohibition signs involve the use of
standard No Left Turn, No Right Turn, or Do Not Enter
signs to prevent undesired turning movements onto
residential streets. They may include peak period
limitations.
Application: The primary benefit of restricted ,
movement signing is to reduce cut-through traffic volumes
along residential streets.
Advantages; Disadvantages:
+Redirects traffic to main streets. -May divert traffic to other streets.
+Reduces cut-through traffic. -Require enforcement.
+Can address time-of-day problems. -Adds more signs to neighborhood.
+Low cost. -Usually not effective all day.
Special Considerations:
• Restricted movement signing is best used on major or collector streets.
• Most effective at periphery of a neighborhood to prevent entering traffic.
• Has little or no effect on speeds for through vehicles.
• Turn prohibitions can be used on a trial basis.
• Violation rates are about 50% without enforcement.
• With active enforcement, violation rates are reduced to about; 20%.
• Turn restrictions are most effective when limited to peak hours.
• Less effective when applied around-the-clock.
• 24-hour restrictions better served with closures than with signing.
Costs:
• $200 per sign.
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Level 2 Traffic Calming Tools
Level 2 actions alter the configuration of neighborhood streets, so they often require
engineering, are higher-cost,and require community acceptance prior to installation. Level
2 measures are only used after Level 1 measures have been implemented and proven
ineffective in addressing particular neighborhood traffic needs or where it is evident that a
Level 1 measure will be ineffective. Before Level 2 traffic calming actions are implemented,
the neighborhood and City staff must carefully evaluate the benefits and disadvantages of
each action.
The following pages provide a gallery of potential Level 2 traffic calming measures. It is
often possible to combine elements of various Level 2 actions or to slightly modify
treatments.
Combining Traffic Calming Measures
Often, the most effective traffic calming programs use a variety of traffic calming tools.
Combinations of traffic calming measures can be used, and are often encouraged, in
different neighborhoods and even along the same street. As shown in the toolbox of Level
1 and Level 2 applications, many of the measures complement each other. For instance,
speed humps and chokers can be used effectively together, as can traffic circles and curb
extensions. Center median islands and chokers are often installed together. Raised
crosswalks and curb extensions also work well together. Many other combinations of traffic
calming tools can be effective.
Use of Temporary Measures
Whenever feasible, the City of Palm Springs will install temporary Level 2 traffic calming
devices subject to an assessment of impacts and support of the residents. It should be
noted that while the use of temporary devices can help determine the resulting travel
speed and traffic volume changes,temporary devices are usually not aesthetic. Because of
this, there is always the risk that residents will criticize the device's appearance instead of
its effectiveness in traffic calming. However, the use of attractive materials, colors and
composition can create acceptable temporary devices. For example, planters, which can
provide landscaping opportunities, as well as access control, can be used as temporary
street closures.
26
Median island
Level 2
Description: Median islands
are raised islands in the center
of a street that can be used to -
narrow lanes for speed control
and/or to create a barrier to
Prohibit left-tums into or from a
side street. They can also be —
used fior pedestrian refuge in the � Ang
middle of a crosswalk.
Application: Median islands
are used on wide streets to
lower travel speeds and/or to
prohibit left-tuming movements.
Advantages: Disadvantages:
+Effectively reduces vehicle speeds. -Could require parking removal.
+Can reduce collision potential. -May reduce driveway access.
+Reduces pedestrian crossing. -Could impact emergency vehicles.
+Opportunity for landscaping. -May create more difficult access.
+-May divert unwanted traffic volumes. -Requires additional maintenance.
Special Considerations:
• Median islands, when used to block side street access, may divert traffic.
• In this condition, they may impact emergency response times.
• Median islands may visually enhance the street through landscaping.
• Median islands used for lane narrowing should result in a least 12' lanes.
• Fire departments usually prefer median islands to some other measures.
• Bicyclists prefer not to have travel way narrowed.
Costs:
• $10,000 to $75,000 each (depending on size).
27
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Gateway
Level 2
Description: Gateway � a
entrance treatments consist of
physical treatments like pillars
and other vertical treatment as 8•
well as texture treatments to the
street surface and are located at
key entryways into a '
neighborhood. They often
consist of features, like chokers,
that narrow a street in order to .
reduce the width of the street's
traveled way.
f
Application: The primary
benefit of gateway treatments is speed reduction. They provide visual cues that tell drivers
they are entering a local residential area or, that the surrounding land uses are changing.
Advantages: Disadvantages:
+Can reduce vehicle speeds. -Maintenance and irrigation needs.
+Creates identity for neighborhood. -May require removal of parking.
+Can discourage cut-through traffic, -Can impede truck movements.
+Opportunity for landscaping. -Creates physical obstruction.
Special Considerations:
• Gateways have minimal influence on driver's routine behavior.
• Overall speeds and volumes may only minimally be influenced.
Gateway treatments make drivers more aware of neighborhood environment.
• Can incorporate neighborhood identification signing and monumentation.
• Care should be taken not to restrict pedestrian visibility at adjacent crosswalk.
• Textured pavements could introduce some new noise.
Costs:
• $10,000 to $20,000 each.
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40
9
Curb Extension
Level 2
Description: Curb extensions
narrow the street at the
intersection by extending the
curbs toward the center of the
roadway or by building detached p
raised islands to allow for
drainage and bike lane access. -
Application: Curb extensions
are used to narrow the roadway
and to create shorter pedestrian
crossings. They also improve _ =`
sight distance and influence _
driver behavior by changing the ---
appearance of the street.
Advantages: Disadvantages:
+Better pedestrian visibility. -Can require removal of parking.
+Shorter pedestrian crossing. -May create hazard for bicyclists.
+Can decrease vehicle speeds. -Can create drainage issues.
+Opportunity for landscaping. -Difficult for truck traffic to turn right.
Special Considerations:
• Curb extensions can be installed at intersections or mid-block (see chokers).
• Mid-Block chokers are often used with pedestrian crossing treatments.
• Curb extensions should not extend into bicycle lanes, where present.
• Curb extensions at transit stops enhance service.
• No noise and little emergency service impacts.
• May require landscape maintenance to preserve sight distances.
Costs:
• $10,000 to $20,000 each.
2s
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Choker
Level 2
Description: Chokers are mid- "
block curb extensions that narrow
a street by extending the sidewalk
or widening the planting strip, The
remaining cross-section can consist
of one lane (for one way streets)
or two narrow lanes.
Application: Chokers are
intended to reduce traffic volumes .r
and speeds by narrowing the .:.
roadway and making it
uncomfortable to drive above the
`= .. .
desired speed. ---
Advantages: Disadvantages:
+Effectively reduces vehicle speeds. -Can require removal of parking.
+Shorter pedestrian crossing. -May create hazard for bicyclists.
+Provides improved sight distance. -Can create drainage issues.
+Opportunity for landscaping. -May impede truck movements.
Special Consideration:
• Chokers can be designed with protected bike lane next to original curb.
• Chokers with exclusive bike lanes can collect debris in bike lane.
• Can impact driveway access.
• Also reduce travel speeds when cross-section reduced substantially.
• Preferred by many emergency response agencies to other measures.
• Provide excellent opportunities for landscaping.
Costs:
• $10,000 each.
30
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YIT3�
Speed Hump
Level 2
Description: Speed humps
are asphalt mounds constructed
on residential streets. They are
usually placed in a series and
spaced 300 to 600 feet apart.
Speed humps are typically 12'-20'
feet long and no more than 3
inches high. The vertical
deflection of the hump is
designed to encourage motorists
to reduce their speed.
Application: The primary
benefit of speed humps is speed
reduction. They work well in
conjunction with curb extensions.
Advantages: Disadvantages:
+Effectively reduces vehicle speeds. -Slows emergency vehicles.
+Does not require parking removal -Increases noise near speed humps.
+Can reduce vehicular volumes. -May divert traffic to parallel streets.
+Easily tested on temporary basis. -Not aesthetically pleasing.
-Difficult to construct without the proper
tools.
Special Considerations:
• Vehicle speeds between humps have been shown to decrease by up to 25%.
• Volumes may decrease if parallel route, without measures, is available.
• Possible increase in traffic noise from braking and accelerating.
• Highest noise increase from buses and trucks.
• Speed humps reduce emergency vehicle response times.
• 3-5 second delay per hump for fire trucks, 10 seconds for ambulances.
• Speed humps require advance-warning signs and object markers at hump.
• Difficult to construct precisely, unless pre-fabricated.
Cost:
• $5,000 each.
31
o $
���� 43
Speed Cushions
Level 2
Description: A speed
cushion is typically a
rectangular section of
pavement that is raised no
more than 3 inches high.
Speed cushions are placed
across the travel way with
a 2-foot space between
each cushion. The 2-foot
space allows for
commercial vehicles to _.
traverse the humps without having to actually running over the cushion.This reduces noise
created by large vehicles. Speed cushion sites are generally placed 300-600 feet along the
roadway. Their vertical deflection encourages passenger vehicles to reduce speed.
Application: The primary benefit of speed cushions is speed reduction without
excessive noise generally created by commercial vehicles.
Advantages: Disadvantages:
+Effectively reduces vehicle speeds. -Slows emergency vehicles.
+Does not require parking removal. -Increases noise near speed cushions.
+Can reduce vehicular volumes. -May divert traffic to parallel streets.
+Easily tested on temporary bass. -Not aesthetically pleasing.
+Preformed units are available and are
easy to install.
Special Considerations:
• Vehicle speeds between locations have been shown to decrease by up to 25%.
• Volumes may decrease if parallel route, without measures, is available.
• Possible increase in traffic noise from braking and accelerating.
• Highest noise generators like buses and trucks do not generate as much noise as
with speed humps.
• Speed cushions reduce emergency vehicle response times.
• Speed cushions require advance-warning signs and object markers at cushion
location.
• Difficult to construct precisely, unless pre-fabricated.
Cost:
• Varies based on street width, but average residential street cast is $3,000 each.
32
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�11� Q4
Raised Crosswalk
Level 2
Description: Raised
crosswalks are crosswalks
constructed 3 to 4 inches above
the elevation of the street. They
are usually about 22 feet long,
with a flat section in the middle
and ramps on the ends.
Sometimes the flat portion is
constructed with brick or other
textured materials. T
Application: Raised
crosswalks are intended to
reduce vehicle speeds specifically
where a high amount of
Pedestrians cross the street.
Advantages: Disadvantages:
+.Effectively reduces vehicle speeds. -May generate increased noise.
+Good pedestrian safety treatment. -Can require drainage modifications.
+Does not affect access. -Only 3 seconds delay for fire trucks.
+Flat portion can be textured. -Often require signage and markings.
- If crosswalk location is new, there maybe a
.Special Considerations: loss of parking.
• Raised crosswalks are usually 22 feet long, with a 10-foot wide flat section.
• Lower elevation than sidewalk to alert visually impaired it=s a crosswalk.
• Careful design is needed due to potential drainage issues.
• Usually preferred by Fire Departments over standard speed hump.
• Work well in combination with curb extensions and curb radius reductions.
• Doe not affect access.
• Increases pedestrian visibility and likelihood that driver yields to pedestrian.
• Often referred to as speed tables or speed platforms.
Costs:
• $5,000 to $10,000 each.
33
hfIIOANA�•
�� 45
Raised Intersection
Level 2
Description: A raised
intersection is a flat, raised area
covering an entire intersection.
There are ramps on all ;ti
approaches. The plateau is
usually about 4" high. Usually, ` I r
the raised intersection is
finished in brick or other
textured materials,
Application: Raised ` !
intersections are used to reduce
through movement speeds and
; ._t
provide safer street crossings for
q
pedestrians.
Advantages. Disadvantages:
+Effectively reduces vehicle speeds. -Expensive to construct and maintain.
+Good pedestrian safety treatment. -Requires drainage modifications.
+Can be aesthetically pleasing. -Affects emergency vehicle response.
+Does not affect access, -May require bollards to deflne comers.
Special Considerations:
• Raised intersections usually used in urban areas.
• Make entire intersections more pedestrian-friendly.
• Work well with curb extensions and textured crosswalks.
• Often part of an area wide traffic calming scheme involving both streets.
• Expensive.
• Special signing often required.
Costs:
• $25,000 to $50,000 each.
34
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463S/ 6
Traffic Circle
Level 2
Description: Traffic circles
are raised circular islands in an
intersection. They are typically A. -}Y
landscaped with ground cover � ` '�'
and/or street trees. Traffic circles
require drivers to slow down to a
speed that allows them to
comfortably maneuver around the
circle in a counterclockwise
direction.
Application: The primary
benefit of traffic circles is speed
reduction and reduction of traffic
collisions.
Advantages: Disadvantages:
+Effectively reduces vehicle speeds. -Parking removal required.
+Reduces collision potential. -Can increase bike/auto conflicts.
+Provides better side-street access. -Can impede emergency vehicles.
+Opportunity for landscaping. -Can restrict large vehicle access.
Special Considerations:
• Traffic circles are best used in a series or with other devices.
• About 30 feet of curbside parking must be prohibited in advance of circle.
Buses can maneuver around traffic circles at slow speeds.
• Noise impacts are minimal,
• If well maintained, traffic circles can be attractive.
• Many traffic signs and pavement markings are required.
• Traffic circles are less effective at T-intersections and offset intersections.
Costs:
• $15,000 to $25,000 each.
35
�i1� 47
Intersection Channelization
Level 2
Description: Providing
channeliization at three-legged -�
intersections forces previous ..
straight-through movements to
make slower turnfng
maneuvers. Channelization is '" -
usually raised.
Application: The primary
benefit of realigning
Intersections is speed reduction.
Can also be used to redirect
traffic to another facility or to
provide neighborhood gateway.
Advantages: Disadvantages:
+Effectively reduces vehicle speeds. -Parking removal required.
+Low impact to emergency services, -May direct traffic to other street(s)•
+Can discourage through traffic. -Maintenance responsibility.
+Opportunity for landscaping. -Fairly expensive.
Special Considerations:
Intersection channelization slows traffic down near the intersection.
• Improvement may also discourage some cut-through traffic.
• No significant impedance to fire and transit service.
• Provides landscaping opportunities and potential gateway treatments.
• Can require drainage modifications.
• Possible to vary traffic control with stop signs on one or all three legs.
Costs:
• $15,000 to $20,000 each.
36
0 9307 48
Chicane
Level 2
Description: A chicane is a
series of two or more staggered
curb extensions on alternating
sides of a roadway. Horizontal
deflection influences motorists to
reduce speed through the
serpentine roadway.
Application: The primary
benefit of a chicane is sped '
reduction without a significant
impact to emergency vehicle
mobility,
Advantages: Disadvantages:
+Effectively reduces vehicle speeds. - Significant parking loss.
+Low impact on emergency vehicles. -Increased maintenance.
+Opportunity for landscaping. -May require right-of-way.
-Expensive.
Special Consideration: -May restrict resident access.
• A chicane cannot usually be used where right-of-way is limited.
• May require removal of substantial amounts of on-street parking.
• Most effective with equivalent traffic volumes along both approaches.
• May increase conflicts with pedestrians and bicyclists.
• A chicane provides landscaping opportunities.
• Design must consider driveway locations.
• No expected noise impacts.
Cost:
• $20,000 to $40,000 each.
37
a 4��
38 49
9�
Restricted Movement Barrier
Level 2
Description: Restricted
movement barriers are raised
islands that prevent certain
movements at an intersection.
They are often landscaped.
Application: The primary
benefit of restricted movement
barriers is to reduce cut-through
traffic levels. They also provide -
pedestrian refuge areas for street
crossings.
Advantages: Disadvantages: ----
+Redirects traffic to other streets. -Redirects traffic to other streets.
+Reduces cut-through traffic. -Will increase trip lengths.
+Provides pedestrian refuge area. -May impact emergency response.
+Opportunity for landscaping. -Creates physical obstruction.
Special Considerations:
• Barriers have a little or no affect on speeds for through vehicles.
• Should not be used on critical emergency response routes.
• Reduces number of potential conflict points for turning vehicles.
• Possibility for landscaping.
• Many variations are possible, including prohibiting turns to/from main street.
• Design needs to consider drainage needs.
• Usually require signing.
Cost:
• $5,000 each.
38 _
a
�3g 5
Entrance Barrier
Level 2
Description: Entrance
barriers are curb extensions or _+
barriers that restrict movements
into a street. They are
constructed to approximately the
center of the street, effectively
obstructing one direction of
traffic. Entrance barriers create a
one-way segment at the
intersection, while maintaining
two-way traffic for the rest of the
block.
Application: The primary
benefit of entrance barriers is traffic volume reduction.
Advantages: Disadvantages:
+Reduces cut-through traffic, -May divert traffic to other streets.
+More self-enforcing than signs. -Can increase trip lengths.
+Shorter pedestrian crossings, -Potential parking removal.
+Opportunity for landscaping. -Maintenance responsibility.
Special considerations:
• Restrict movements into street while allowing resident access within block.
• Potential use must consider how residents will gain access.
• In emergency situations, emergency vehicles can gain access.
• But, required maneuver may increase emergency response times.
• Can be provided on opposite intersection comers.
• Bicydes are typically permitted to travel through in both directions.
• Entrance barriers can be nicely landscaped.
• In effect at all times, even when cut-through volumes may be low.
Costs:
• $15,000 to $20,000 each.
39
c
51
Diagonal Diverter
Level 2
Description: Diagonal "„'"' �. M
diverters are raised areas placed
diagonally across a four-legged
intersection. They prohibit
through movements by creating
two'C shaped intersections.
Application: The primary
benefit of diagonal diverters is
reduction in traffic volumes. ;y
These type of diverters also
minimally decrease speeds near
the intersection.
Advantages: Disadvantages:
+Reduces cut-through traffic. -Redirects traffic to other streets.
+Self-enforcing. -May increase trip lengths.
+Reduces collision potential. -Can impede emergeno/vehicles.
+Opportunity for landscaping. -Always in effect.
Special Considerations:
• Diagonal diverters can be designed to allow emergency vehicle access.
• Can be designed to allow pedestrian and bicycle access.
• They may shift problems elsewhere unless strategic program developed.
• Provide advantage over complete street closure as circulation is less impacted.
• Can be attractively landscaped.
• Has little or no effect on mid-block speeds.
• Traffic circles are less effective at T-intersections and offset intersections.
Costs:
• $15,000 to $35,000 each.
40
s
J�/ 52
Street Closure
Level 2
Description: Full street -.
closures are barriers placed
across a street to completely
close the street to through-
traffic, usually leaving only ,I.
sidewalks open. They are
sometimes called cul-de-sacs
or dead-end streets. i!
Application: Street
closures are intended to
change traffic patterns. They �. .
are very effective at reducing
cut-through and general traffic "''- J---- -
volumes.
Advantages: Disadvantages:
+Reduces cut-through traffic. -Directs traffic to other streets.
+May reduce local traffic speeds. -Increases trip lengths.
+Self-enforcing. -Affects emergency response time.
+Opportunity for landscaping. -May lose some on-street parking.
Special Considerations:
• Street closures typically only used after other measures have failed.
• Often used in sets to make travel circuitous, typically staggered.
• Require strategic pattern of devices to not shift problem elsewhere.
• Can be placed at an intersection or mid-block.
• Not used on major emergency response routes or transit routes.
• May be designed to allow emergency vehicle access.
• Usually designed with small opening to allow bicyclists and pedestrians.
• Often consist of landscaping.
Costs:
$20,000 to $35,000 each.
41
53
Implementation Process
Community request for action
Crty's Evaluation of Conditions
Candidate of
g
Immediate Level I Yes
or 2 Measures?
No
Action wank Group Meetings
➢ Review problems
➢ Identify goals
D Determine study area
D Evaluate Level I options
D Recommend measurements
V
Reconvene workgroup for
imotemerttation.
I�tallatlon ofTemporary Measlxes
Evaluation of MeaSUr¢S
Did the residents
Yes accept the results No
of Measures?
Replam Temporary Consider Removal
Measurements with of Measures
Permanent Ones
Consider other
Neighborhood Measures
Report
42
� w
.<,., 54
Community Action Request Form
The purpose of this form is to enable neighborhoods to request the possible initiation of a traffic study in
accordance with the City of Palm Sprfngs'Neighborhood Traffic Calming Policy.The form must be filled out in
its entirety,including a short description of current problems,and signatures of residents and/or property
owners from at least five clifferent residences within the affected area.
After completing this form, please submit it to.-
City of Palm Springs
Department of Public Works and Engineering
Traffic Management Center
3200 Tahquitz Canyon Way
Palm Springs,CA 92262
If you have any questions regarding the completion of this form, contact us at Richard) ci. alm-
springs,ca us or 760-323-8253 ext. 5.
Describe the location where your concerns occur,including the llmitsof your neighborhood.Provide a map or
sketch of the effected area.
Describe any traffic or safety issues that concern the residents in your neighborhood.Use additional sheets or
the back of this paper if needed.
Provide the names,signatures, addresses and phone numbers of at least five people who concur with the
concerns listed on this form and who reside at different addresses within the effected neighborhood.
Block Captain
Name Signature Address Phone Number
Additional Names Signatures Addresses Phone Numbers
Place additional names if desired on an additional sheet of paper.
Date of Request:
43
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7/7 55
Neighborhood Traffic Calming Program
Prioritization Worksheet
TO BE COMPLETED BY CITY STAFF
City staff, in accordance with the City of Palm Springs Traffic Calming Policy, will
complete this worksheet. It will be used to prioritize the potential use of neighborhood
traffic calming techniques.
Name of Neighborhood:
Traffic Volumes:
Greater than 2000 vehicles per day= 5 points
1,500 — 2,000 vehicles per day = 4 points
1,000 — 1,500 vehicles per day = 3 points
Collision History on Local Streets
More than 5 in one year=8 points
2-4 in one year--4 points
Traffic Speeds
Critical Speed (85"' percentile) is 15 mph over speed limit = 6 Points
Critical Speed (85"' percentile) is 10 - 14 mph over speed limit = 4 Points
Critical Speed (85th percentile) is 5 —9 mph over speed limit == 2 Points
Critical Speed (85th percentile) is 0 —4 mph over speed limit = 0 Points
Cut-Through Traffic Levels
(to be measured only if et Is the maim stated concern of the neighborhood)
Greater than 25% of vehicles are cut-through = 4 Points
15% - 25% of vehicles are cut-through = 2 Points
School & Public Facilities
Each school or facility adjacent to the street=1 point
Neighborhood Impact
Each 500 linear feet of street experiencing the above problems = 1 point
TOTAL SCORE
44
8 IM��
oe
■ -
6. Acknowledgements,
-Mr. Ken Turner
-city of Concord
-Institute of Transportation Engineers
45 94%
57
ATTACHMENT 2
58
s
City of Palm Springs
4,, Public Works and Engineering Department
`�w,� 3200 East Tahquitz Canyon Way•Palm Springs,California 92262
C4�lFOR�,P Tel:(760)323-8253 • Fax:(760)322-8360•Web:www.palmspringsca.gov
December 16, 2015
RE: Proposed Traffic Calming Measures in Your Neighborhood
Dear Resident,
A group of your neighbors in the Little Tuscany Neighborhood area have asked the City of Palm Springs
to look at traffic speeds and volumes as it relates to the livability on W. Racquet Club Rd, west of N. Palm
Canyon Dr. (SR-111). The Traffic Calming Program is intended to guide and assist neighborhoods in
having control over traffic in their neighborhood. While the City of Palm Springs will not force this
program or it's remedies on a neighborhood, there are certain guidelines that the workgroup was
required to follow.
The purpose of this letter today is to inform the neighborhood of what is happening and to survey the
neighborhood to find out how you feel about the proposed traffic calming measures. Both the workgroup
and the City of Palm Springs would like to hear your opinion on this matter.
The workgroup &neighborhood block captains are Maurice Wilson at mor48art(a)aol.com or Brad Kain at
bobocane( aol.com , both have agreed upon a plan to install speed cushions ("bumps' with the City of
Palm Springs it's intended to slow traffic speeds on W. Racquet Club Rd.
Enclosed you will find a copy of the plan that the workgroup requested. Please review the plan and, after
careful consideration, fill out the enclosed survey card completely, and mail it back to us. Cards that are
not legible or that are not completely filled out will not be considered. Please do not send us additional
letters on this matter, as they cannot be considered in the tally of the survey. Please send your
postcard back no later than January 18, 2016. Please note, in order for the proposed traffic
calming measure to be installed a minimum of one-third of those surveyed must agree to proceed with
speed cushions. If less than one-third agree, then speed cushions will not be considered.
The costs for these improvements are intended to be covered by the City of Palm Springs at this time.
If you have any questions please contact your block captains. Remember your block captains and the
City staff are attempting to return a peaceful environment to your neighborhood and your input is a
valued part of this process.
Thank you,
Gianfranco Laurie, P.E.,T.E.
Senior Civil Engineer
59
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LEGEND
• SPEED CUSHIONS(SEE DETAIL'A')
STUDY BOUNDARY
W. RACQUET CLUB DR, FROM TUSCANY HEIGHTS DR TO JUNIPERO AVE
LEVEL 2 TRAFFIC CALMING MEASURES - SPEED CUSHIONS
EXHIBIT
rn
0
, PALM Sa Traffic Calming Survey-W. Racquet Club Rd.
.
v ^ N The City of Palm Springs has assisted some of your neighbors in measuring traffic speeds
in you area. They have requested that the City install traffic calming measures. The City
J 4 of Palm Springs would like to know your opinion. Please complete the following.
• For more information on traffic calming visit
c4<IFORNAp. http://www.palmsprings-ca.gov/government/departments/public-works-
raff1C0rt engineering/traffic-management-center/traffic-calming
Moo a a
C I am a resident or property owner of the property in the survey area shown the
enclosed map. I have reviewed the plans enclosed in my packet and my preference is;
For questions please contact your
block captains:
Maurice Wilson at mor48art@aol.com I believe speed cushions should be installed as shown on the plan.
or Brad Kain at bobocane@aol.com
PLEASE DO NOT WRITE F--j The enclosed plan should not be implemented. I believe traffic is fine the way it is.
NOTES OR DESIGN IDEAS ON
THIS CARD. YOUR COMMENTS
MUST BE FORWARDED TO Signature
THE BLOCK CAPTAINS AT
THE ABOVE EMAIL
ADDRESSES. Namc
DATED MATERIAL
MUST BE RETURN BEFORE
JANUARY 18, 2016. Address
m
r
ATTACHMENT 3
62
s
City of Palm Springs
Engineering Services Department
3200 East Tahquitz Canyon Way•Palm Springs,California 92262
9j00RN�P Tel:(760)323-8253•Fax:(760)322-8360•Web:www.palmspringsca.gov
August 10, 2016
RE: Recommendation for the Installation of Speed Cushions on W. Racquet Club Road for the
Upcoming City Council Agenda
Dear Resident,
On September 7, 2016, the City Council will consider the installation of two (2) speed cushions ("bumps'
on W. Racquet Club Road, between Tuscany Heights Drive and N. Junipero Avenue as a traffic calming
measure along this roadway segment. A recommendation to the City Council will be to consider
implementing Level 2 traffic calming measures as implementation of Level 1 traffic calming measures
(supplemental speed/warning signs) were shown to be ineffective. In accordance with the City's Traffic
Calming Program Manual, sufficient votes in favor of implementing speed cushions were received from
the Little Tuscany Neighborhood, therefore, the installation of speed cushions is now being considered.
The implementation of speed cushions on W. Racquet Club Road shall be as a test basis subject to
continued monitoring and assessments by the City during the testing period process which may last up to
one (1) year. After the testing period has been completed, staff will obtain new data and review with the
Little Tuscany Neighborhood in order to determine the effectiveness of the Level 2 traffic calming
measures implemented.
The purpose of this letter today is to inform you of the anticipated consideration on by the City Council's
September 7, 2016. Staff encourages residents to come to City Hall on September 7, 2016, to provide
your comments regarding the installation of speed cushions on W. Racquet Club Road.
Enclosed you will find a copy of the final speed cushion exhibit which illustrates placement of speed
cushions and details along W. Racquet Club Road.
If you have any questions please contact your block captains. The workgroup & neighborhood block
captains are Maurice Wilson at mor48art(cbaol.com or Brad Kain at bobocaneCcbaol.com
Thank you,
Gianfranco Laurie, P.E.,T.E.
Senior Civil Engineer
63