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HomeMy WebLinkAbout9/4/2002 - STAFF REPORTS (18) DATE: September 4, 2002 TO: City Council FROM: Director of Public Works/City Engineer NEIGHBORHOOD TRAFFIC CALMING PROGRAM RECOMMENDATION: It is recommended that the City Council 1) approve and adopt the City of Palm Springs Neighborhood Traffic Calming Program,and 2)amend the Comprehensive Fee Schedule to provide for a Traffic Survey Fee associated with the Programs Community Action Request Form. 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. Section 3 of the Program Provides that fees are permitted to be charged to the requesting party (ies) to cover city consultant costs in performing surveys. 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 traffic speeds, 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. Neighborhood Traffic Calming Program September 4, 2002 Page 2 The concept of developing a Neighborhood Traffic Calming 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 10 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. 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 'AE'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. Section 3 of the Program Provides that fees are permitted to be charged to the requesting party(ies) to cover city consultant costs in performing surveys. Staff recommends that the survey fee be established at $75. SUBMITTEDZ ' ` &aV ' 4 J DAVID J. BARAKIAN Director of Public Works, City Engineer APPROVED: City Manager Attachments: 1. Minute Order 2. Traffic Calming Program 3. Resolution REVIEWED BY DEFT.OF FINANCE Neighborhood Traffic Calming Prog ra m City of Palm Springs Department of Public Works and Engineering David I Barakian, City Engineer Richard B.Jenkins,Traffic Engineering Coordinator July 2002 Printed 3- 1 -7 ,}3 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 What's 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 2 Implementation Process 12 Funding Considerations 14 4. Guidelines for Installation 15 Speed Hump Guidelines 15 Crosswalk Guidelines 15 Stop Sign Guidelines 15 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 47 2 .. .� 0 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. 3 :' 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 MEs": Education Enforcement Engineering Enhancement ➢ Education: Residents are provided with information and tools necessary to 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 I actions may be implemented first. Level I measures consist of easily implementable, 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 I measures need not be implemented prior to implementing Level 4 c�, 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 Policy? 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. a ""L t 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 an 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 85'h Percentile Speed Sample Sample (mph) P ge Measure Size Avg. Avg. Change Change* Before After After Calmina Calmina Calming Speed Hump 179 35.0 27.4 -7.6 -22 4.0 3.5 9 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 22 Entrance Barrier 16 32.3 26.3 -6.0 -19 5.2 5.2 11 Diagonal 77 29.3 27.9 -1.4 -4 Source:" raffc.Sa ftftreofthe dice,"4,August 5.2 4.7 17 Measurements within the parentheses represent the standard deviation from the avenge. 6 1 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 feet of separation for speed hump spacing up to 1,000 feet. Traffic Volumes Another primary goal of traffic calming is to reduce cut-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 calmed 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 Traffic Circle 49 -5 46 Narrowing 11 -10 51 Entrance Barrier 53 -42 41 Diagonal Diverter 27 -35 46 Full Closure 19 -44 36 Source:"Traffic Calming,State of the Practice,"n E,August 1999. Measurements within the parentheses represent the standard deviation from the average. 7 w" e s Cr�M "IlpYH� 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 Frequencies Before and After Traffic Calming Sample Average Annual Collisions Sample Measure Before Percentage Size Calming After Calming Change Speed Hump 50 2.62 2.29 -13 Raised Crosswalk 8 6.71 3.66 -45 Traffic Circle 130 2.19 .064 -71 Source: Unpublished documents supplied by traffic calming 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. 8 /8 R'-Nxl� 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 Delay 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 withpatient) Berkeley,CA 12'Speed Hump 10.7(fire engine) 9.2(ladder truck) 22'Raised Crosswalk 3.0(fire engine) 13.5 ladder truck Boulder,CO 12'Speed Hump 2.8(fire truck) 25'Traffic Circle 7.5 fire engine) Montgomery Co.,MD 12'Speed Hump 2.8(ladder truck) 3.8(ambulance) 4.2(fire truck) 18'Traffic Circle 5.4(ladder truck) 3.2(ambulance) 5.0(fire truck) 7.0(pumper truck Portland,OR* 14'Speed Hump 5.2(fire engine) 2.9(custom rescue vehicle) 6.6(ladder truck) 22'Raised Crosswalk 3.0(fire engine) 0.3(custom rescue vehicle) 3.0(ladder truck) 16'—24'Traffic Grde 6.1(fire engine) 3.1(custom rescue vehicle) 8.4 ladder buck Sarasota FL 12'Speed Hump 9.5 ambulance *Assumes a 35-mph response cruising speed. Source:'Traffic Calming,State of the Practice,'IM,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. 6a?a _ �IIIp.A. 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 City's 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 five 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 Department 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 io d J 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 i 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 .w.t 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 City's 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 ONE-- f7�/� 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. 13 t, qk Funding Considerations Funding for the implementation of a traffic calming 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 � /� 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 85"'% 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 WesternITE. 15 my `*�f�e . v A/7 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 16 01% l Ali? 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 1 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 MW.� C t0 �flf�w Generalized Assessment of Traffic Calming Measures Reduces Reduces Lou of Restricts Emergency Measure Traffic Norse Parking Impacts Maint. 7Cost Level 1 Measures: Speed Maybe No No change None None None No $250/Day Neigh sborhood Maybe Minimal Chan a None None None Occasional $200/Sign High VisibilityNo Crosswalks Maybe No Change e None None None Yes $1-5K olice No EnfoPcement Yes Maybe Change None None None No $75/Hr N Lanes g Yes Maybe No Change None None None Yes $1-3K nmits Maybe No Chan a None None None Occasional $200/Sign Spsed Stipp Y a r Maybe Maybe Increase None None es Occasional Signs y y $200/Sign SigneNo d Restrictions No Yes Change None Yes Maybe Occasional $200/ 9 Sign Level 2 Measures. 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 Change Yes None Some Yes $10-20K Chokers Yes Maybe No Change Yes None Some Yes $10K Speed Humps/Cushion Yes Maybe Increase None None Yes Yes* $3-5K s Raised Yes Maybe Increase Yes None Yes Yes* $5-10K Crosswalk Raised Yes Maybe Increase Maybe None Yes Yes $25-501K Intersection C rcles Yes Maybe �No a Yes Yes Yes Yes $15-25K Channel nn Yes Maybe Change No Yes None None Maybe $15-20K Chicane YeS. Maybe No Change Yes Maybe Some Maybe $20-40K Movement Maybe Yes Decrease None Yes Yes Yes $SK Barrier Entrance No Barriers Maybe Yes Change Maybe Yes Maybe Yes $15-20K Diagonal No Dirverter Maybe Yes Change Maybe Yes Yes Yes $15-35K Street Closure Maybe Yes Change No Maybe Yes Yes Yes $20-35K *Speed humps and raised crosswalks must be reinstalled each time a street is resurfaced. Sources:"Neighhorhood Traffic Management&Calming Program,"City of Buena Ventura,CA 1997 and Parisi Associates. 18 a Speed Display Unit Level 1 Description: The most common form of radar speed display unit is a portable trailer 20 equipped with a radar unit that detects the uVuT speed of passing vehicles and displays it on � F a reader board, often with a speed limit sign next to the display. .-_ n Application: The primary benefit of a r 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. 19 t `S 117 Higher Visibility Crosswalks Level 1 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. 20 M�INE I7 A0114 Targeted Police Enforcement Level 1 Description: The Police Department deploys - 'I BY pA7pOL CA�� motorcycle or automobile officers to perform targeted co•n�c u. � enforcement on residential streets for at least an hour a L BEwNO YOu ; day. l ' I Application: The intended benefit of targeted police i enforcement is to make drivers aware of local speed . limits and to reduce speeds. W. '. agar aa.n }M coil:xB.Yh.eagLww xwµln.Im Mono Nxr Mx//w �..fM,M1a.nPnan/.:4r 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. 21 ra .a Oe Narrowing Lanes Level 1 Description: On this level 1 �.r ,•a:x» type of measure, striping is usually _'9 , 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 primar y 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. 22 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 c y'; /40Ly Stop Signs / Level 1 fr � 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. ,1 APPlication% Stop signs should only be considered f when warranted based onastabI'es tablished criteria. f 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 s Lrr�� `., +': 1�ffi Restricted Movement Signing Level 1 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. 25 yL (Maa : 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 d ..vim 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-turns into or from a side street. They can also be used for pedestrian refuge in the middle of a crosswalk. Application: Median islands are used on wide streets to lower travel speeds and/or to prohibit left-turning 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 $75,000 each (depending on size). 27 °o 17 �1�$ Gateway Level 2 Description: Gateway ; entrance treatments consist of physical treatments like pillars 4: and other vertical treatment as 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. 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. 28 ) A;9 Curb Extension Level 2 R - Description: Curb extensions �f narrow the street at the intersection by extending the curbs toward the center of the roadway or by building detached �. 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. 29 .w„ o s 17 ,�43D 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 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 l �3� 7 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 ffl.z- 11#3A 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 basis. -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 cost is $3,000 each. 32 0,% 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 t textured materials. 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 loss of parking. Special Considerations: • 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 0,,D 171 Raised Intersection Level 2 Description: A raised intersection is a flat, raised area covering an entire intersection. There are ramps on all w 4 approaches. The plateau is usually about 4" high. Usually, the raised intersection is finished in brick or other textured materials. Application: Raised intersections are used to reduce through movement speeds and provide safer street crossings for 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 define corners. 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 RZ '. 1 � Traffic Circle Level 2 Description: Traffic circles are raised circular islands in an intersection. They are typically 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 ORE Intersection Channelization Level 2 Description: Providing channelization at three-legged intersections forces previous .. straight-through movements to make slower turning 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 dMWp V 4(Ik�� 17%�37 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 �A Y.- benefit of a chicane is speed 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. -May restrict resident access. Special Consideration: • 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 Restricted Movement Barrier Level 2 Description: Restricted x 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 =Gd W�: V 17�3 Entrance Barrier Level 2 Description: Entrance •t: err , ,. :-.-:. . 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 corners. • Bicycles 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 M�O 0 'IIbN! Diagonal Diverter Level 2 Description: Diagonal - diverters are raised areas placed diagonally across a four-legged _ intersection. They prohibit through movements by creating two"L"shaped intersections. Application: The primary benefit of diagonal diverters is ` reduction in traffic volumes. ', 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 emergency 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 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 , sidewalks open. They are sometimes called cul-de-sacs or dead-end streets. Application: Street closures are intended to change traffic patterns. They are very effective at reducing � .�2 IV- cut-through and general traffic - - 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 Implementation Process Community request for action City's Evaluation of Conditions Candidate of No Immediate Level 1 Yes or 2 Measures? No Further Action Work Group Meetings ➢ Review problems ➢ Identify goals ➢ Determine study area ➢ Evaluate Level 1 options ➢ Recommend measurements City's Approval of Plan Prioritize Neighborhood Traffic Issues Reconvene workgroup for imolementation. Installation of Temporary Measures Evaluation of Measures Did the residents Yes accept the results No of Measures? Replace Temporary Consider Removal Measurements with of Measures Permanent Ones Consider other Neighborhood Measures Report 42 I I 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 Springs 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 different 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 Richardj@ci.palm- springs.ca.us or 760-323-8253 ext. 5. Describe the location where your concerns occur,including the limits of 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 Ome 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 (85th percentile) is 15 mph over speed limit = 6 Points Critical Speed (85th 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 it is the main 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 y IIIMy_ Y500� 1 JJJ�' 7 � 6. Acknowledgements. -Mr. Ken Turner -City of Concord -Institute of Transportation Engineers 45 MINUTE ORDER NO APPROVING AND ADOPTING THE CITY OF PALM SPRINGS NEIGHBORHOOD TRAFFIC CALMING PROGRAM AND AMEND THE COMPREHENSIVE FEE SCHEDULE TO PROVIDE FOR A TRAFFIC SURVEY FEE ASSOCIATED WITH THE PROGRAMS COMMUNITY ACTION REQUEST FORM. I HEREBY CERTIFY that this Minute Order approving and adopting the City of Palm Springs Neighborhood Traffic Calming Program, and amend the Comprehensive Fee Schedule to provide for a Traffic Survey Fee associated with the Programs Community Action Request Form, was approved by the City Council of the City of Palm Springs, California, in a meeting thereof held on the 4'h day of September, 2002. Patricia A. Sanders City Clerk RESOLUTION NO. OF THE CITY COUNCIL OF THE CITY OF PALM SPRINGS, CALIFORNIA, AMENDING RESOLUTION 20362, TO ADD AN ENGINEERING FEE TO PROVIDE FOR TRAFFIC SURVEYS. WHEREAS on June 5, 2002, the City Council adopted Resolution 20362; and WHEREAS Resolution 20362 is the City's Comprehensive Fee Schedule; and WHEREAS the City Council desires to amend the Comprehensive Fee Schedule in order to add an Engineering fee to provide for traffic surveys. NOW THEREFORE BE IT RESOLVED by the City Council of the City of Palm Springs, that Resolution 20362, establishing the Comprehensive Fee Schedule, is hereby amended, by the following: ENGINEERING Traffic Survey Fee $75.00 (to cover city consultant costs in performing surveys) ADOPTED this day of , 2002. AYES: NOES: ABSENT: ATTEST: CITY OF PALM SPRINGS, CALIFORNIA By City Clerk City Manager ! ��