NTMP Guidelines Booklet

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-ANY OF US LIVE OVERSCHEDULED AND FAST PACED LIVES 4HE HECTIC PACE OF MODERN LIVING ALONG WITH THE ABILITY OF MODERN TECHNOLOGY TO INSULATE US FROM THE EXTERNAL WORLD RESULT IN OUR TENDENCY TO NEGOTIATE LOCAL ROADWAYS WITH GREATER EASE AND AT HIGHER SPEEDS 4HE NOTICEABLE INCREASE IN VEHICULAR SPEEDS IN CONJUNCTION WITH AN OVERALL GROWTH IN TRAFlC VOLUME THROUGHOUT THE REGION HAS RESULTED IN A RECURRING CONCERN BY RESIDENTS THAT MORE VEHICLES ARE TRAVELING FASTER THROUGH NEIGHBORHOOD STREETS 2ESIDENTS FEEL THAT THE EVER GROWING NUMBER OF SPEEDING VEHICLES THREATENS THE SAFETY PEACE AND CHARACTER OF THEIR NEIGHBORHOODS 0ROVIDING AN EFlCIENT MULTI MODAL TRANSPORTATION SYSTEM WHILE MAINTAINING THE SAFETY OF $ANVILLE S STREETS IS A CONSTANT CHALLENGE

Ofjhicpsippe!Usbggjd!Nbobhfnfou 4HE $ANVILLE 4OWN #OUNCIL ADOPTED THE .EIGHBORHOOD 4RAFlC -ANAGEMENT 0ROGRAM .4-0 IN TO ADDRESS AGE OLD NEIGHBORHOOD TRAFlC ISSUES USING AN INNOVATIVE AND COMMUNITY BASED APPROACH 4HE $ANVILLE .4-0 WAS THE lRST hTRAFlC CALMINGv PROGRAM OF ITS KIND IN #ONTRA #OSTA #OUNTY AND REPRESENTS THE 4OWN #OUNCIL S COMMITMENT TO THE SAFETY AND LIVABILITY OF ITS NEIGHBORHOODS 4HE PROGRAM S GOAL IS TO RESTORE AND MAINTAIN A BALANCE BETWEEN MOBILITY AND NEIGHBORHOOD QUALITY OF LIFE )N THE PROCESS WE ALSO HOPE TO MAKE SAFETY AND APPROPRIATE DRIVING BEHAVIOR A HIGHER PRIORITY FOR ALL USERS OF $ANVILLE S ROADWAYS

4HE PROGRAM HAS BEEN EFFECTIVE IN REDUCING TRAFlC CONCERNS ON LOCAL STREETS THROUGHOUT $ANVILLE 3INCE ITS INCEPTION PERIODIC CHANGES TO THE INITIAL PROGRAM HAVE BEEN ADOPTED BY THE 4OWN #OUNCIL 4HESE CHANGES STREAMLINE THE PROCESS AND ALLOW THE PROGRAM TO KEEP PACE WITH MODERN TRAFlC ENGINEERING TECHNOLOGIES BY INCORPORATING NEW TRAFlC CALMING TECHNIQUES 4HIS UPDATE OF THE .4-0 'UIDELINES "OOKLET REmECTS THE POLICY AND PROCEDURAL CHANGES TO THE .4-0 WHICH HAVE BEEN ADOPTED SINCE ITS INCEPTION !DDITIONALLY THIS UPDATE INCORPORATES NEW TOOLS THAT HAVE BEEN ADDED TO THE hTRAFlC CALMING TOOLBOXv TO HELP ADDRESS ON GOING CONCERNS WHILE OTHER TOOLS HAVE BEEN DE EMPHASIZED

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THE 4OWN OF $ANVILLE SEEKS TO ACHIEVE THE FOLLOWING GOALS

Ofjhicpsippe!Mjwbcjmjuz; 4HIS GOAL STRIVES TO PROVIDE OPPORTUNITIES FOR NEIGHBORS TO SOCIALLY INTERACT WITHOUT TRAFFIC DISTRACTIONS OR THREATS ESTABLISH A SENSE OF NEIGHBORHOOD IDENTITY AND BALANCE THE

MULTIPLE USES OF A PUBLIC ROADWAY AND THE NEEDS OF A NEIGHBORHOOD

Djuj{fo!Qbsujdjqbujpo!boe!Fevdbujpo; 4HIS GOAL STRIVES TO PROVIDE AN EDUCATIONAL FORUM WHERE RESIDENTS CAN BE ACTIVELY INVOLVED IN EVALUATING THE ADVANTAGES AND DISADVANTAGES OF TRAFlC MANAGEMENT EFFORTS 4HROUGH THE .4-0 PROCESS RESIDENTS CAN OBTAIN AN UNDERSTANDING OF TRAFlC CALMING AND TRAFlC SAFETY TECHNIQUES AVAILABLE IN THE PROGRAM

Jnqmfnfoujoh!uif!Hpbmt!boe!Qpmjdjft! pg!uif!Hfofsbm!Qmbo; 4HE .4-0 ALSO SERVES TO IMPLEMENT SOME OF THE GOALS AND POLICIES OF THE $ANVILLE 'ENERAL 0LAN 'OAL !SSURE THAT FUTURE DEVELOPMENT COMPLEMENTS $ANVILLE S EXISTING SMALL TOWN CHARACTER AND ESTABLISHED QUALITY OF LIFE 0OLICY 0ROTECT EXISTING RESIDENTIAL AREAS FROM INTRUSION OF INCOMPATIBLE LAND USES AND DISRUPTIVE TRAFlC TO THE EXTENT REASONABLY POSSIBLE 'OAL 0ROVIDE FOR SAFE AND EFlCIENT VEHICULAR MOVEMENT ON 4OWN OF $ANVILLE STREETS 0OLICY -AINTAIN ROADWAYS AND TRAFlC CONTROL DEVICES IN SAFE AND EFFECTIVE OPERATING CONDITION 0OLICY #ONSIDER IMPLEMENTATION OF TECHNOLOGICALLY ADVANCED TOOLS TO ENFORCE TRAFlC REGULATIONS AND MONITOR TRAFlC CONDITIONS

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4RAFlC CALMING BEGAN IN %UROPE AROUND AND HAS GROWN FROM A NON TRADITIONAL APPROACH TO A WIDELY ADOPTED METHOD OF REDUCING TRAFlC PROBLEMS ON RESIDENTIAL STREETS )N $ANVILLE TRAFlC CALMING IS THE ART AND SCIENCE OF MANAGING INAPPROPRI ATE VEHICULAR SPEEDS AND VOLUMES THROUGH EDUCATIONAL ENFORCEMENT AND OR ENGINEERING MEASURES SO THAT THEIR NEGATIVE IMPACTS ON RESIDENTS PEDESTRIANS BICYCLISTS AND SCHOOLS ARE MINIMIZED

'OAL -INIMIZE THE INTRUSION OF THROUGH TRAFlC ON RESIDENTIAL STREETS 0OLICY )MPLEMENT NEIGHBORHOOD TRAFlC MANAGEMENT MEASURES INCLUDING PHYSICAL CHANGES AND TRAFlC CONTROL DEVICES WHICH INCREASE NEIGHBORHOOD LIVABILITY AND STREET AMBIANCE DISCOUR AGE THROUGH TRAFlC ON RESIDENTIAL STREETS

DISCOURAGE SPEEDING AND ENSURE VEHICLE

PEDESTRIAN AND BICYCLE SAFETY

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%DUCATION ENFORCEMENT AND ENGINEERING n THE h % Sv n ARE COMMONLY ACCEPTED ELEMENTS NEEDED FOR THE SUCCESSFUL IMPLEMENTATION OF A TRAFlC CALMING PROGRAM 4HE EXPERIENCE OF OTHER SIMILAR PROGRAMS HAS SHOWN THAT USE OF ONLY ONE OF THESE % S

WITHOUT THE OTHER TWO OFTEN GENERATES A LESS THAN SATISFACTORY RESULT 4HE $ANVILLE .4-0 PROCESS TAKES AN APPROACH WHICH INCORPORATES ALL THREE ELEMENTS »

%DUCATION 2ESIDENTS WILL BE PROVIDED WITH INFORMATION AND TOOLS THROUGH A VARIETY OF OUTLETS TO MAKE INFORMED DECISIONS ABOUT NEIGHBORHOOD TRAFFIC CONCERNS AND INFLUENCE DRIVING BEHAVIOR %DUCATIONAL ASPECTS OF THE .4-0 WILL INCLUDE A NEIGHBORHOOD EDUCATIONAL FORUM AS WELL AS EDUCATIONAL MARKETING MATERIALS DEVELOPED THROUGH PARTNERING PROGRAMS SUCH AS THE 3TREET 3MARTS TRAFFIC SAFETY EDUCATION PROGRAM

»

%NFORCEMENT 3OME STRATEGIES CAN BE PUT INTO EFFECT THROUGH TARGETED POLICE ENFORCEMENT TO INCREASE COMMUNITY

AWARENESS OF SPEEDING PROBLEMS 4HE POLICE DEPARTMENT IS COMMITTED TO UTILIZING ITS AVAILABLE RESOURCES TO RESPOND TO AREAS EXPERIENCING TRAFFIC PROBLEMS AS IDENTIFIED BY COLLISION ANALYSIS RESIDENT CONCERNS AND CONDI TIONS OBSERVED BY ENFORCEMENT OFFICERS »

%NGINEERING 4RAFFIC CALMING STRATEGIES INVOLVING PHYSICAL FEATURES CAN BE DEVELOPED USING A COMBINATION OF SOUND ENGINEERING PRINCIPLES COMMUNITY INPUT AND FINANCIAL CONSTRAINTS 4HE IMPLEMENTATION OF A PHYSICAL DEVICE IS SUBJECT TO THE REVIEW AND APPROVAL OF THE 4OWN #OUNCIL

)T IS IMPORTANT FOR NEIGHBORHOODS PARTICIPATING IN THE .4-0 TO RECOGNIZE THAT TRAFFIC CONCERNS STEM FROM A VARIETY OF SOURCES AND THAT THE MOST APPROPRIATE SOLUTION MAY NOT BE AN ENGINEERING ONE E G THE INSTALLATION OF SPEED HUMPS %LEMENTS OF THE OTHER h% S v SUCH AS EDUCATION AND ENFORCEMENT ARE EQUALLY VALUABLE AND ARE VIABLE TRAFFIC CALMING MEASURES THAT CAN BE IMPLEMENTED IN A NEIGHBORHOOD

Qbsuofsjoh!Qsphsbnt 2ECOGNIZING THAT AUTOMOBILE TRAFlC POSES ONE OF THE GREATEST THREATS TO THE COMMUNITY S QUALITY OF LIFE THE $ANVILLE 4OWN #OUNCIL HAS EXPANDED THE TRAFlC MANAGEMENT CONCEPT TOWN WIDE 4ODAY THE .4-0 IS ONE COMPONENT OF A MULTI PRONGED APPROACH USED TO MINIMIZE TRAFlC CONGESTION AND TRAFlC SAFETY ISSUES THROUGHOUT $ANVILLE

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%LEMENTS OF OTHER COMMUNITY WIDE TRAFlC MANAGEMENT PROGRAMS SUCH AS THE 3TREET 3MARTS TRAFlC SAFETY EDUCATION PROGRAM WILL BE INCORPORATED INTO THE .4-0 AS APPROPRIATE

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)-0,%-%.4!4)/. 02/#%33 4HE $ANVILLE .4-0 INVOLVES A TWO PART IMPLEMENTATION PROCESS 4HE lRST IS A SERIES OF PRELIMINARY ACTIONS DESIGNED TO DETERMINE THE NATURE EXTENT AND SEVERITY OF THE TRAFlC CONCERN 4HE SECOND PART INCORPORATES NEIGHBORHOOD INPUT AND THE IDENTIlCATION OF THE APPRO PRIATE TRAFlC MANAGEMENT TOOLS TO ADDRESS NEIGHBORHOOD CONCERNS

Qbsu!J;!Qsfmjnjobsz!Bdujpot 4HIS PHASE OF THE PROCESS INVOLVES UNDERSTANDING THE SPECIlC NEIGHBORHOOD CONCERNS MAKING lELD OBSERVATIONS AND DETERMINING WHAT ACTIONS ARE APPROPRIATE TO ADDRESS THESE CONCERNS #ONTACT US WITH YOUR CONCERN

3OME CONCERNS WHICH ARE GENERALLY RELATED TO EITHER SAFETY OR MAINTENANCE E G SIGHT DISTANCE PROBLEM REQUIRING TREE TRIMMING OR THE REPLACEMENT OF MISSING SIGNS ETC CAN BE ADDRESSED IMMEDIATELY /THER CONCERNS ARE MORE APPROPRIATELY HANDLED THROUGH THE .4-0 PROCESS )F THIS IS THE CASE THE 4RANSPORTATION STAFF WOULD ENCOURAGE THE CONCERNED RESIDENT TO INITIATE THE NEXT STAGE OF THE .4-0 PROCESS 3UBMIT A .4-0 !PPLICATION 2EQUEST

4HIS FORM WILL DOCUMENT THE TRAFlC CONCERN IDENTIFY A POTENTIAL NEIGHBORHOOD COORDINATOR AND REQUIRES AN INDICATION OF SUPPORT FROM THE NEIGHBORHOOD TO PARTICIPATE IN THE .4-0 PROCESS 4HE SPECIlC REQUIREMENTS ARE DETAILED ON THE APPLICATION FORM WHICH IS AVAILABLE AT THE 4OWN /FlCES OR ON THE WEB SITE

AT WWW CI DANVILLE CA US AVAILABLE IN EITHER THE h4OWN 3ERVICESv OR h4RANSPORTATION 3ERVICESv SECTION $ATA #OLLECTION AND !NALYSIS

5PON RECEIPT OF THE APPLICATION TRAFlC DATA WILL BE COLLECTED FROM THE NEIGHBORHOOD INCLUDING VOLUME SPEED AND ACCIDENT INFORMATION TO DETERMINE THE NATURE AND SEVERITY OF THE CONCERN "ASED ON THIS EMPIRICAL DATA THE 4RANSPORTATION STAFF WILL DETERMINE WHETHER THE TRAFlC SAFETY CONDITION WARRANTS CONTINUATION WITH THE .4-0 PROCESS ! NEIGHBORHOOD THAT CONTINUES ON WITH THE .4-0 PROCESS WILL HAVE AN OPPORTUNITY TO REVIEW THE RESULTS OF THE TRAFlC DATA AND DISCUSS THE TRAFlC MANAGEMENT TOOLS AVAILABLE TO ADDRESS THEIR CONCERNS AT A KICK OFF MEETING

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#HARACTERIZING THE 4RAFlC 0ROBLEM

4HIS INVOLVES ACCURATELY CHARACTERIZING THE CAUSE OF THE TRAFlC CONCERN WITHIN THE NEIGHBORHOOD )T IS ALSO IMPORTANT TO DETERMINE WHETHER THE PRIMARY CONCERN IS ONE OF VEHICLE SAFETY PEDESTRIAN BICYCLE SAFETY CONGESTION NOISE INCONVENIENCE OR SOMETHING ELSE ENTIRELY 0ROPER IDENTIl CATION OF THE PROBLEM WILL ALLOW THE 4OWN TO HELP THE NEIGHBORHOOD SELECT THE APPROPRIATE TRAFlC MANAGEMENT MEASURES TO ADDRESS THE CORE ISSUE !PPENDIX !

CONTAINS A GENERAL SET OF GUIDELINES USED IN ASSESSING A TRAFlC PROBLEM

"EFORE SELECTING THE TRAFlC MANAGEMENT MEASURES THE NEIGHBORHOOD SHOULD HAVE A CLEAR IDEA OF A REASONABLE DESIRED OUTCOME WHICH CAN BE USED AS A ROUGH YARDSTICK FOR SUCCESS )T IS IMPORTANT TO BE PRAGMATIC DURING THE DEVELOPMENT OF THESE GOALS AS IT MAY NOT BE FEASIBLE FOR EXAMPLE TO REDUCE THE TRAFlC VOLUME OF A MAJOR NEIGHBORHOOD COLLECTOR STREET OR TO ELIMINATE PEAK HOUR CONGESTION FROM A STREET LOCATED ADJACENT TO A SCHOOL )N THESE INSTANCES AN ATTAINABLE GOAL MAY BE A TARGETED REDUCTION IN THE PREVAILING SPEEDS ON THE NEIGHBORHOOD COLLECTOR STREET OR A MORE EXPEDITIOUS MOVEMENT OF VEHICLES ALONG THE STREET THAT FRONTS THE SCHOOL 3ELECTING THE 4OOLS

4HERE ARE A NUMBER OF NEIGHBORHOOD TRAFlC MANAGEMENT TOOLS AVAILABLE ! DETAILED DESCRIPTION OF EACH IS CONTAINED IN !PPENDIX " WHICH IS ORGANIZED INTO THREE GENERAL CATEGORIES #ATEGORY %DUCATIONAL !WARENESS

AND %NFORCEMENT -EASURES

4HESE MEASURES ARE THE lRST STEPS IN ADDRESSING TRAFlC SAFETY CONCERNS WITHIN $ANVILLE NEIGHBORHOODS 4HESE MEASURES COULD INCLUDE INCREASING POLICE ENFORCEMENT EDUCATING THE RESIDENTS THROUGH THE USE OF 4OWN SPONSORED PROGRAMS E G 3TREET 3MARTS 0ROGRAM DISTRIBUTING TRAFlC SAFETY LITERATURE OR DISPLAYING TRAFlC SAFETY

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4HIS SECOND STEP WILL EXTENSIVELY INVOLVE THE RESIDENTS OF THE AFFECTED NEIGHBORHOOD IN THE PROCESS OF

3ETTING 'OALS AND /BJECTIVES

SIGNAGE THROUGHOUT THE NEIGHBORHOOD 4HESE MEASURES ARE COMMUNITY DRIVEN AND ALLOW RESIDENTS TO TAKE IMMEDIATE ACTION TO ADDRESS CONCERNS BY EDUCATING THEMSELVES AND THEIR NEIGHBORS ABOUT DRIVING BEHAVIORS AND WAYS TO CALM TRAFlC 4HERE ARE NEIGHBORHOODS WHERE ONLY #ATEGORY MEASURES ARE APPROPRIATE #ATEGORY 4RAFlC #ONTROL $EVICES

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4HESE TRAFlC MANAGEMENT MEASURES ARE USED TO SEND A SPECIlC REGULATORY

WARNING OR GUIDING MESSAGE TO MOTOR ISTS CYCLISTS AND PEDESTRIANS )N RESIDENTIAL AREAS SOME COMMON EXAMPLES ARE STOP SIGNS SPEED LIMIT SIGNS AND PAVEMENT MARKINGS 4HERE ARE NEIGHBORHOODS WHERE A COMBINATION OF MEASURES FROM ONLY THE lRST TWO CATEGORIES I E #ATEGORY AND ARE APPROPRIATE

4HE INSTALLATION OF THIS CATEGORY OF TRAFlC MANAGEMENT TOOLS IS SUBJECT TO THE REVIEW OF THE 4RANSPORTATION STAFF TO ENSURE COMPLIANCE WITH APPLICABLE STATE AND FEDERAL REGULATIONS !DDITIONALLY CERTAIN TOOLS SUCH AS STOP SIGNS REQUIRE THE APPROVAL OF THE $ANVILLE 4OWN #OUNCIL #ATEGORY 4RAFlC #ALMING $EVICES

4HESE TRAFlC MANAGEMENT MEASURES

INVOLVE THE INSTALLATION OF PHYSICAL FEATURES ON THE ROADWAY THAT GUIDE OR RESTRICT THE MOVEMENT OF VEHICLES

CYCLISTS OR PEDESTRIANS 4HESE DEVICES E G SPEED HUMPS TYPICALLY ALTER THE CONlGURATION AND POTENTIALLY THE VISUAL AND FUNCTIONAL CHARACTER OF NEIGHBORHOOD STREETS "ECAUSE OF THEIR POTENTIAL IMPACTS THEY REQUIRE DETAILED ENGINEERING ARE EXPENSIVE

AND REQUIRE SUBSTANTIAL COMMUNITY INPUT 4HE FOLLOWING REQUIREMENTS APPLY TO THIS CATEGORY OF TRAFlC MANAGEMENT MEASURES A %DUCATION !S A PREREQUISITE STEP TO PURSUING THE IMPLEMENTATION OF #ATEGORY TRAFFIC CALMING MEASURES

A NEIGHBORHOOD WILL BE REQUIRED TO PARTICIPATE IN A 4OWN SPONSORED TRAFFIC CALMING EDUCATIONAL SEMINAR 'UIDED

BY THE 4RANSPORTATION STAFF THE SEMINAR IS A FORUM TO PROVIDE THE FACTUAL INFORMATION NECESSARY FOR RESIDENTS TO MAKE INFORMED DECISIONS REGARDING TRAFFIC CONCERNS IN THEIR NEIGHBORHOOD .EIGHBORHOOD REPRESENTATIVES ARE REQUIRED TO ATTEND $URING THE SEMINAR RESIDENTS WOULD LEARN ABOUT THE ATTRIBUTES OF TRAFFIC CALMING DEVICES THEIR PURPOSE THEIR

EFFECTIVENESS AND THEIR ADVANTAGES AND DISADVANTAGES .O DECISIONS PERTAINING TO THE APPLICATION OF TRAFFIC CALMING DEVICES FOR A NEIGHBORHOOD WOULD BE MADE AT THE SEMINAR 5PON COMPLETION OF THE SEMINAR PARTICIPATING RESIDENTS WOULD BE ASKED TO SHARE AND DISTRIBUTE THE EDUCATIONAL INFORMATION TO THEIR NEIGHBORHOOD B 0UBLIC .OTIFICATION !LL POTENTIALLY AFFECTED RESIDENTS WITHIN THE NEIGHBORHOOD WILL BE NOTIFIED OF ALL NEIGHBORHOOD MEETINGS C %NGINEERING !LL TRAFFIC CALMING DEVICES WILL BE DESIGNED AND LOCATED IN A MANNER CONSISTENT WITH SOUND ENGINEER ING PRINCIPLES 3OME DEVICES ARE NOT APPROPRIATE WITHIN CERTAIN NEIGHBOR HOODS !PPENDIX # CONTAINS A SUMMARY OF SOME OF THE ENGINEERING FACTORS THAT MUST BE TAKEN INTO CONSIDERATION

s ! NEIGHBORHOOD PETITION WHICH

DESCRIBES AND IDENTIFIES THE LOCATION OF THE PROPOSED TRAFFIC CALMING MEASURE MUST BE CIRCULATED BY THE PROPONENTS TO THE AFFECTED NEIGHBOR HOOD RESIDENTS FOR SIGNATURE s 4HE PETITION MUST BE SIGNED BY

SEVENTY PERCENT OF RESIDENTS ALONG THE PRIMARY STREET S AND FIFTY PERCENT OF RESIDENTS ALONG ADJACENT STREETS OR CUL DE SACS

WITHIN THE NEIGHBORHOOD s %ACH RESIDENTIAL ADDRESS IS ENTITLED

TO ONE SIGNATURE

E &IRE $ISTRICT 2EVIEW 0OLICY OF THE $ANVILLE 'ENERAL 0LAN SEEKS TO hMAINTAIN A RESPONSE TIME OF LESS THAN FIVE MINUTES FOR EMERGENCY FIRE CALLS TO BE MET A MINIMUM OF PERCENT OF THE TIME v 4HE 3AN 2AMON 6ALLEY &IRE 0ROTECTION $ISTRICT h&IRE $ISTRICTv WILL BE CONSULTED THROUGHOUT THE .4-0 PROCESS TO ENSURE THAT TRAFFIC CALMING DEVICES SELECTED BY THE NEIGHBORHOOD DO NOT SIGNIFICANTLY DIMINISH THE &IRE $ISTRICT S ABILITY TO ACHIEVE THIS POLICY F 4OWN #OUNCIL !PPROVAL !LL TRAFFIC CALMING MEASURES ARE SUBJECT TO THE REVIEW AND APPROVAL OF THE $ANVILLE 4OWN #OUNCIL AT A PUBLIC MEETING ! GRAPHIC SUMMARY OF A SIMPLIlED .4-0 PROCESS IS PROVIDED ON THE FOLLOWING PAGES ! TABULAR SUMMARY OF THE TRAFlC MANAGEMENT TOOLS AND THEIR LEVEL OF EFFECTIVENESS FOR VARIOUS TRAFlC CONCERNS IS CONTAINED IN !PPENDIX % /FTEN THERE IS A HIGH DEMAND FOR THE .4-0 PROGRAM THROUGHOUT THE 4OWN 4HE 4RANSPORTATION STAFF WILL CONSIDER A NUMBER OF FACTORS !PPENDIX & WHEN RANKING THE PRIORITY OF PROJECT AREAS WITHIN THE 4OWN

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D .EIGHBORHOOD 0ETITION 4HE INSTALLATION OF TRAFFIC CALMING MEASURES REQUIRE SUBSTANTIAL NEIGHBORHOOD SUPPORT

WHICH IS OBTAINED THROUGH A PETITION PROCESS

4HE NEIGHBORHOOD PETITION BOUNDARY

THE PRIMARY STREET S AS WELL AS THE SECONDARY STREET S WILL BE IDENTIFIED AND ILLUSTRATED ON A MAP PREPARED BY THE 4RANSPORTATION 3ERVICES $IVISION 4HE BOUNDARIES ARE TYPICALLY DEFINED BASED ON A NUMBER OF FACTORS INCLUDING THE PHYSICAL LAYOUT OF THE NEIGHBORHOOD

PREVAILING TRAVEL PATTERNS AND THE NUMBER OF ACCESS POINTS WITHIN A NEIGHBORHOOD 3OME NEIGHBORHOODS QUALIFY FOR A SPECIAL CIRCUMSTANCE BOUNDARY DEFINITION !PPENDIX $

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2ESIDENTS VOICE NEIGH

.EIGHBORHOOD

4OWN COLLECTS

4RAFlC DATA IS

BORHOOD TRAFlC CONCERNS

SUBMITS .4-0

TRAFlC DATA

ANALYZED $OES NEIGHBORHOOD

APPLICATION

QUALIFY FOR THE 9ES

.O

PROGRAM

.OTIFY NEIGHBORHOOD OR RESIDENT

Qbsu!3!Ñ!Ofjh icps ippe!!Jowpmwfnfou!!boe!!Jn qmfnfoubujpo %DUCATION !WARENESS AND %NFORCEMENT

)NCREASE ENFORCEMENT

(OST TRAFlC

$ISTRIBUTE

AND EDUCATION

EDUCATION FORUM

EDUCATIONAL MATERIALS

MEASURES IN

TO NEIGHBORHOOD

NEIGHBORHOOD

9ES

.O

2ESIDENTS PERCEPTION OF PROGRESS AND EFFECTIVENESS

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)NPUT RECEIVED IS EVALUATED 0LAN OF ACTION IS DETERMINED

.EIGHBORHOOD MEETING S

#ATEGORY -EASURES

#ATEGORY -EASURES

#ATEGORY -EASURES

%DUCATION AND

4RAFlC CONTROL DEVICES

4RAFlC CALMING DEVICES

ENFORCEMENT

3TAFF EVALUATES

.EIGHBORHOOD

COMPLETED PETITION

PETITION PROCESS

-INIMUM APPROVAL OBTAINED

9ES .O

)MPLEMENT TRAFlC

4RAFlC CALMING

2ECONVENE WITH

PROPOSAL PRESENTED

NEIGHBORHOOD

TO 4OWN #OUNCIL

TO DISCUSS

FOR APPROVAL

FURTHER ACTIONS

-ONITOR EFFECTIVENESS

CALMING MEASURE

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APPENDICES

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APPENDIX !

'5)$%,).%3 53%$ 4/ %6!,5!4% 42!&&)# 02/",%-3 4O IMPLEMENT AN EFFECTIVE STRATEGY OF PROPERLY MANAGING TRAFlC IN RESIDENTIAL AREAS IT IS IMPORTANT TO IDENTIFY CRITERIA WHICH CAN BE USED TO SYSTEMATICALLY EVALUATE THE PROBLEM 4HE FOLLOWING ARE lVE COMMONLY USED FACTORS OR MEASURES OF EFFECTIVENESS SELECTED TO EVALUATE TRAFlC PROBLEMS IN RESIDENTIAL AREAS AND ARE DISCUSSED BELOW

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4HE FUNCTION AND USE OF A STREET MUST BE IDENTIlED BEFORE APPROPRIATE CONTROL MEASURES CAN BE EFFECTIVE 4HE CONTROL MEASURE ADOPTED MUST BE BASED ON ITS EFFECT ON THE OVERALL STREET NETWORK

ADJACENT INTERSECTIONS AND STREETS AND UPON LOCAL DEMANDS OF THE INTERSECTION

4HE RELATIVE RISK OF A RIGHT ANGLE COLLISION AT AN INTERSECTION IS BASED PRIMARILY ON THE ABILITY OF APPROACHING VEHICLES ON A COLLISION COURSE TO TAKE EVASIVE ACTION 4HE CAPABILITY OF TAKING THIS EVASIVE ACTION IS A FUNCTION OF AVAILABLE INTERSECTION SIGHT DISTANCE APPROACH SPEED PAVEMENT CONDITION AND APPROACH GRADE

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! STUDY CONDUCTED BY THE &EDERAL (IGHWAY !DMINISTRATION INDICATES THAT PERCEIVED TRAFlC PROBLEMS IN RESIDENTIAL AREAS VARIES DIRECTLY WITH TRAFlC VOLUMES AND THAT HEAVY TRAFlC NEGATIVELY AFFECTS THE RESIDENTS PERCEPTION OF THE STREET AND NEIGHBORHOOD )T WILL BE IMPORTANT TO HAVE RECENT INFORMATION ON TRAFlC VOLUMES OF THE NEIGHBORHOOD TO USE AS AN AIDE IN DISTINGUISHING BETWEEN REAL AND PERCEIVED TRAFlC PROBLEMS AND IN THE SELECTION OF EFFECTIVE TRAFlC CONTROL MEASURES

Bddjefou!Ijtupsz! ! KNOWLEDGE OF THE TYPES AND CIRCUMSTANCES OF ACCIDENTS OCCURRING IS IMPORTANT IN THE SELECTION OF CONTROL MEASURES 4HE NUMBER AND TYPE OF ACCIDENTS CAN BE READILY USED TO EVALUATE AN EXISTING SITUATION

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3TUDIES HAVE SHOWN THAT INCREASES IN SPEED CAN REDUCE NEIGHBORHOOD QUALITY AND PROPERTY VALUES 6EHICLE APPROACH SPEED IS AN IMPORTANT MEANS OF ASSESSING WHAT CONTROLS ARE APPROPRIATE %XCESSIVE SPEED CAN BE REDUCED AND MORE EFFECTIVELY CONTROLLED IF TRAFlC CONTROL MEASURES ARE APPROPRIATELY INSTALLED

APPENDIX " 42!&&)# -!.!'%-%.4 02/'2!- 4//,3

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Tqffe!Ubcmft /THER -EASURES AND $EVICES

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%DUCATION !WARENESS %NFORCEMENT +EEP +IDS !LIVE n $RIVE 3IGN 0ROGRAM

%DUCATION !WARENESS %NFORCEMENT

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2ADAR 3PEED $ISPLAY 3IGN 0ROGRAM

4HE +EEP +IDS !LIVE n $RIVE SIGN PROGRAM WAS INTRODUCED INTO THE 4OWN AS PART OF THE .EIGHBORHOOD 4RAFlC -ANAGEMENT 0ROGRAM IN 4HE SIGNS ARE NOT RECOGNIZED AS AN OFlCIAL TRAFlC SIGN BUT SERVE AS AN AWARENESS DEVICE TO DRIVERS 4HE SIGNS ARE USED ON RESIDENTIAL AND COLLECTOR STREETS WHERE THE POSTED SPEED LIMIT IS MPH 4HE SIGNS ARE A REMINDER TO DRIVERS THAT THEY NEED TO RESPECT THE ENVIRONMENT WHEN TRAVELING THROUGH RESIDENTIAL AREAS

2ADAR DISPLAY SIGNS ARE USED IN CONJUNCTION WITH REGULATORY SPEED LIMIT SIGNS TO AID IN REINFORCING THE SPEED LIMIT 4HE SIGNS CAN BE DISPLAYED ON A MOBILE TRAILER UNIT OR PERMANENTLY MOUNTED ON A lXED POLE WITHIN A NEIGHBORHOOD 4HESE DEVICES WORK WELL FOR NEIGHBORHOODS WHERE OTHER TRAFlC CALMING MEASURES MAY NOT BE APPROPRIATE

Uzqft! s 4RAILERS TEMPORARY s -OUNTED PERMANENT

%DUCATION !WARENESS %NFORCEMENT 0OLICE %NFORCEMENT

0OLICE ENFORCEMENT USES THE PRESENCE OF POLICE WITHIN NEIGHBORHOODS TO MONITOR SPEEDS AND ISSUE CITATIONS FOR SPEEDING AND STOP SIGN VIOLATIONS 4HIS ACTIVITY IS BEST SUITED FOR NEIGHBORHOODS WITH DOCUMENTED ACCOUNTS OF TRAFlC VIOLATION PROBLEMS AND IN OF NEED OF IMMEDIATE MITIGATION MEASURES !REAS WITH HIGHER TRAFlC VOLUMES OR REPEATED PATTERNS OF VIOLATIONS ARE MORE READILY AND SUCCESSFULLY ENFORCED

APPENDIX " Bewboubhft

Ejtbewboubhft

Dptu

s -AY REDUCE VEHICLE SPEEDS

s 3IGNS ARE NOT ENFORCEABLE

s -AY HEIGHTEN DRIVER AWARENESS

s 3IGNS BECOME PART OF THE

s ,OW

LANDSCAPE BACKGROUND OVER TIME

s /VERUSE OF THE SIGN CAN

DECREASE IT S EFFECTIVENESS AND CONTRIBUTE TO SIGN BLIGHT

s 2EDUCES VEHICLE SPEEDS s 2EINFORCES THE SPEED LIMIT s %FFECTIVE ON BOTH HIGH AND LOW

VOLUME STREETS

s -AY BE CONSIDERED VISUALLY

s -ODERATE TO (IGH

UNATTRACTIVE s 3IGNS COULD LOSE EFFECTIVENESS

TO DRIVERS WITH OVERUSE s (IGH COSTS FOR PERMANENT SIGNS s 5SE OF MOBILE TRAILER UNIT

REQUIRES DAILY STAFlNG s 3HOULD NOT BE USED IN RURAL

AREAS WHERE UNITS MAY BE SUSCEPTIBLE TO VANDALISM

s 4ARGETED ENFORCEMENT EFFECTIVE

DURING PROBLEMATIC HOURS s )MMEDIATE RESULTS WHEN POLICE

s 4EMPORARY MEASURE s %NFORCEMENT IS LIMITED

s -ODERATE n

STAFF TIME

TO POLICE AVAILABILITY

ARE PRESENT

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%DUCATION !WARENESS %NFORCEMENT #OMMUNITY 3PEED 7ATCH 0ROGRAM

%DUCATION !WARENESS %NFORCEMENT

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3TREET 3MARTS 0ROGRAM

4HE h6OLUNTEERS IN 0OLICEv PROGRAM HELPS POLICE TO ENCOURAGE TRAFlC SAFETY IN NEIGHBORHOODS 4HE GOAL OF THE PROGRAM IS TO WORK IN COOPERATION WITH THE COMMUNITY IN PROMOTING VOLUNTARY COMPLIANCE WITH EXISTING SPEED LIMITS BY ISSUING COURTESY LETTERS TO DRIVERS OBSERVED SPEEDING IN RESIDENTIAL AREAS 4HE OBSERVATIONS ARE MADE BY CERTIlED VOLUNTEERS WHO SEND A LETTER TO THE DRIVER ON BEHALF OF THE 4OWN 0OLICE $EPARTMENT

,OCAL AGENCIES IN THE 3AN 2AMON 6ALLEY AREA RECENTLY JOINED FORCES TO LAUNCH A REGIONAL PUBLIC EDUCATION CAMPAIGN ON TRAFlC SAFETY CALLED h3TREET 3MARTS v 4HE GOAL OF THE 3TREET 3MARTS CAMPAIGN IS TO EDUCATE DRIVERS BICYCLISTS AND PEDESTRIANS ON ISSUES RELATED TO TRAFlC SAFETY #OMPONENTS OF THE 3TREET 3MARTS CAMPAIGN MATERIALS WILL BE EXPANDED AND MADE AVAILABLE FOR APPLICATION IN THE .4-0

APPENDIX " Bewboubhft

Ejtbewboubhft

s -AY REDUCE VEHICLE SPEEDS

s .OT ENFORCEABLE BY CITATION

s -AY HEIGHTEN DRIVER

s -AY BE CONSIDERED AN

AWARENESS s 2EQUIRES LIMITED STAFF TIME

INVASION OF PRIVACY s 2EQUIRES SET AMOUNT OF TIME

TO GAIN CERTIlCATION

Dptu s -ODERATE n

STAFF TIME COORDINATING VOLUNTEER EFFORTS

s !VAILABILITY BASED ON

VOLUNTEERS WILLINGNESS TO PARTICIPATE

s -AY REDUCE VEHICLE SPEEDS

s .OT ENFORCEABLE BY CITATION

s -AY HEIGHTEN DRIVER AWARENESS

s 2EQUIRES TIME FOR BRAND

RECOGNITION AND AWARENESS

s -ODERATE TO

(IGH n STAFF TIME

MARKETING AND MATERIALS DEVELOPMENT

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4RAFlC #ONTROL 3PEED ,IMIT 3IGNS

4RAFlC #ONTROL

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3TOP 3IGNS

4RAFlC #ONTROL 0AVEMENT -ARKINGS

3PEED LIMIT SIGNS ARE REGULATORY DEVICES USED TO INFORM MOTORISTS OF A MAXIMUM SPEED LIMIT IMPOSED AND ENFORCED BY THE GOVERNING AGENCY -ULTIPLE POSTINGS OF SPEED LIMITS CAN BE EFFECTIVE IF PLACED APPROPRIATELY WITHIN NEIGHBORHOODS

3TOP SIGNS ARE USED TO ASSIGN RIGHT OF WAY AT INTERSECTIONS 4HEY ARE ONE OF THE MOST EFFECTIVE TRAFlC CONTROL DEVICES WHEN USED APPROPRIATELY (OWEVER

WHEN STOP SIGNS ARE USED TOO FREQUENTLY OR AT LOCATIONS WHERE ASSIGNING VEHICLE OR PEDESTRIAN RIGHT OF WAY IS NOT NECESSARY THE SIGNS CAN LOSE THEIR EFFECTIVENESS AND THE RESPECT OF DRIVERS 4HE USE OF STOP SIGNS IS ALSO NOT INTENDED FOR REGULATING THE CONTROL OF VEHICLE SPEEDS 3TOP SIGN INSTALLATIONS MUST MEET A SPECIlED SET OF CRITERIA REFERRED TO AS hWARRANTSv

0AVEMENT MARKINGS INFORM DRIVERS OF ROADWAY USE IN THE FORM OF CENTERLINES BIKE LANES SHOULDER STRIPES AND LEGENDS 4HE USE OF CENTERLINES AND SHOULDER STRIPES ON RESIDENTIAL STREETS CREATES A NARROWING EFFECT WHICH CAN RESULT IN REDUCED VEHICLE SPEEDS 4HE USE OF PAVEMENT MARKINGS IN RESIDENTIAL AREAS MUST BE APPROPRIATE FOR THE CONDITIONS OF THE STREET AND COMPLY WITH STANDARD TRAFlC ENGINEERING PRACTICES

Uzqft! s 2AISED CENTERLINE MARKERS BOTT DOTS AND REmECTORS s 3HOULDER STRIPE OR BIKE LANE s (IGH VISIBILITY CROSSWALKS s #URB MARKINGS

APPENDIX " Bewboubhft s $ISPLAYS DElNITION OF THE

LEGAL SPEED LIMIT s 0ROVIDES ENFORCEMENT

JUSTIlCATION

Ejtbewboubhft s /VERUSE OF SIGNS CAN

Dptu s ,OW

CONTRIBUTE TO SIGN BLIGHT AND LOSS OF EFFECTIVENESS TO DRIVERS OVER TIME s 3IGNS DO NOT ENSURE

RESPONSIBLE DRIVING BEHAVIORS s /N GOING MAINTENANCE

COSTS

s !SSIGNS RIGHT OF WAY

AT INTERSECTIONS s )NCREASES OPPORTUNITY

FOR PEDESTRIAN CROSSINGS s 0OSSIBLY REDUCES

CUT THROUGH TRAFlC

s #AN INCREASE TRAFlC NOISE

s ,OW

AND POLLUTION s -AY CREATE A FALSE SENSE

OF SECURITY TO PEDESTRIANS s -AY REDISTRIBUTE LOCATION

OF SPEEDING s 5NWARRANTED OR NUMEROUS

STOP SIGNS MAY INCREASE STOP VIOLATIONS s !DDED 0OLICE ENFORCEMENT

RESPONSIBILITIES

s 2E ENFORCES LANE DESIGNATIONS

PARTICULARLY ON CURVES s .ARROWING EFFECT OF STREET

MAY RESULT IN REDUCED SPEEDS s 0ROVIDES REmECTIVITY FOR

s -AY BE CONSIDERED

s ,OW

AESTHETICALLY DISPLEASING IN SOME NEIGHBORHOODS s -AY LIMIT ON STREET PARKING s 2OUTINE MAINTENANCE COSTS

IMPROVED NIGHT VISIBILITY s #URB MARKINGS .O 0ARKING

:ONES INCREASE VISIBILITY AT THE CORNERS OF INTERSECTIONS FOR DRIVERS AND PEDESTRIANS

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# !4 % ' / 2 9 s 4R A F F I C # A L M I N G $ E V I C E S Uppm Eftdsjqujpo 4RAFlC #ALMING $EVICES 3PEED 5NDULATIONS

3PEED 5NDULATIONS OTHERWISE KNOWN AS SPEED BUMPS OR HUMPS ARE RAISED SECTIONS OF THE ROADWAY THAT ARE DESIGNED TO SLOW DOWN THE SPEED OF TRAFlC 4HERE ARE SEVERAL TYPES OF UNDULATIONS THAT CAN BE USED DEPENDING ON THE CHARACTERISTICS OF A STREET 4HE BASIC DIMENSIONS OF THESE DEVICES RANGE FROM TO INCHES IN HEIGHT BY TO FEET IN WIDTH 5NDULATIONS ARE TYPICALLY INSTALLED ON LOW VOLUME RESIDENTIAL STREETS ONLY WHERE THE POSTED SPEED LIMIT IS -0( !LL UNDULATIONS REQUIRE THE INSTALLATION OF SUPPLEMENTARY WARNING SIGNS AT THE ENTRY POINTS OF THE STREET

Uzqft! s 3PEED (UMPS ASPHALT s 3PEED ,UMPS ASPHALTnWHEEL RUTS CUT IN THE

CENTER FOR EMERGENCY VEHICLES

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s 3PEED #USHIONS RUBBER COMPOSITE MODULES

3PEED ,UMP

APPENDIX " Bewboubhft s 2EDUCES VEHICLE SPEEDS s -AY REDUCE TRAFlC VOLUMES s 3ELF ENFORCING s -AINTENANCE FREE

Ejtbewboubhft s 0OSSIBLE INCREASE IN

TRAFlC NOISE s 0OSSIBLE INCREASE IN

EMERGENCY RESPONSE TIMES s -AY BE CONSIDERED VISUALLY

Dptu s -ODERATE FOR

SPEED HUMPS AND SPEED LUMPS s (IGH FOR

SPEED CUSHIONS

UNATTRACTIVE s 0OTENTIALLY DIVERTS TRAFlC TO

OTHER NEIGHBORHOODS

3PEED (UMP

3PEED #USHION

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# !4 % ' / 2 9 s 4R A F F I C # A L M I N G $ E V I C E S Uppm Eftdsjqujpo 4RAFlC #ALMING $EVICES 4RAFlC #IRCLES

4RAFlC #ALMING $EVICES

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2AISED #ROSSWALKS

4RAFlC #ALMING $EVICES -EDIAN %NTRY )SLANDS

4RAFlC #IRCLES ARE RAISED MEDIANS PLACED IN THE CENTER OF AN INTERSECTION 4HE PURPOSE OF TRAFlC CIRCLES IS TO SLOW AND DIRECT TRAFlC THROUGH AN INTERSECTION 4RAFlC CIRCLES ARE OFTEN SEEN WITH LANDSCAPING IN THE CENTER OF THE ISLAND 3TOP SIGNS ARE USUALLY USED IN CONJUNCTION WITH TRAFlC CIRCLES

ALTHOUGH LARGER TRAFlC CIRCLES ON STREETS WITH HIGHER TRAFlC VOLUMES MAY ONLY HAVE YIELD SIGNS AND NO STOP RESTRICTIONS

2AISED CROSSWALKS ARE mAT TOPPED SPEED HUMPS BUILT TO FUNCTION AS A PEDESTRIAN CROSSING 4HE CROSSWALKS ARE USUALLY CONSTRUCTED USING BRICK PAVERS OR SPECIAL PAVING TEXTURES BUT MARKED IN THE SAME MANNER AS CONVENTIONAL CROSSWALKS 2AISED CROSSWALKS ARE APPROPRIATE IN ACTIVE PEDESTRIAN AREAS SUCH AS TRAIL CROSSINGS AND SHOPPING CENTERS

-EDIAN )SLANDS ARE RAISED AREAS IN THE CENTER OF THE ROADWAY THAT SEPARATE OPPOSING LANES OF TRAFlC %NTRY )SLANDS ARE USED TO CHANNEL VEHICLES AND DESIGNATE ROADWAY USE AT INTERSECTIONS LEADING TO RESIDENTIAL AREAS -EDIAN AND %NTRY )SLANDS NARROW THE ROADWAY WHICH CAN REDUCE VEHICLE SPEEDS

APPENDIX " !!Bewboubhft s 2EDUCES VEHICLE SPEEDS s 6EHICLE NOISE IS MINIMAL s #REATES A VISUAL BREAK ON LONG

STRAIGHT STREETS s #AN ADD TO THE AESTHETICS

OF A NEIGHBORHOOD IF LANDSCAPED

!!!!Ejtbewboubhft s #OST

!Dptu s (IGH

s #AN INCREASE BICYCLE AND

PEDESTRIAN CONmICTS WITH AUTOS s -AY SLIGHTLY AFFECT EMERGENCY

RESPONSE TIMES s 2EQUIRES ROUTINE MAINTENANCE

AND IRRIGATION IF LANDSCAPED s 0OSTED SIGNAGE IS REQUIRED

TO FACILITATE TRAFlC mOW

s )NCREASES THE VISIBILITY

OF PEDESTRIANS

s 0OSSIBLE INCREASE

IN TRAFlC NOISE

s 2EDUCES VEHICLE SPEEDS

s -AY AFFECT DRAINAGE

s -INIMAL EFFECT ON EMERGENCY

s 2EQUIRES SUPPLEMENTAL

RESPONSE TIMES s 3PECIALLY TEXTURED CROSSWALKS

CAN PROVIDE EXCELLENT AESTHETIC VALUES

s .ARROW TRAVEL LANES CAN

REDUCE VEHICLE SPEEDS s )NCREASES TRAFlC SAFETY

BY DESIGNATING PROPER LANE USAGE

s -ODERATE

TO (IGH

SIGNAGE AND STRIPING s -AY INCREASE EMERGENCY

RESPONSE TIMES s 3IGNIlCANT COSTS

s -AY RESULT IN THE REMOVAL

OF ON STREET PARKING

s -ODERATE

TO (IGH

s -AY INTERRUPT DRIVEWAY ACCESS

AND CREATE h5 TURNv ACTIVITY s ,ANDSCAPED MEDIANS REQUIRE

MAINTENANCE AND ARE NOT POSSIBLE IN MANY AREAS

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# !4 % ' / 2 9 s 4R A F F I C # A L M I N G $ E V I C E S Uppm Eftdsjqujpo 4RAFlC #ALMING $EVICES #URB %XTENSIONS

#URB EXTENSIONS NARROW THE STREET AT INTERSECTIONS BULB OUTS OR MIDBLOCK LOCATIONS CHOKERS BY WIDENING THE SIDEWALK OR LANDSCAPED AREA IN ORDER TO REDUCE THE WIDTH OF THE ROADWAY #URB EXTENSIONS MAY PROVIDE ADDITIONAL SPACE FOR LANDSCAPING AS LONG AS DRIVER VISIBILITY AND SIGHT DISTANCES ARE NOT COMPROMISED

Uzqft! s "ULB OUTS AT INTERSECTIONS s #HOKERS AT MID BLOCK LOCATIONS

4RAFlC #ALMING $EVICES

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3PEED 4ABLES

4RAFlC #ALMING $EVICES /THER -EASURES AND $EVICES

3PEED 4ABLES ARE RAISED SECTIONS OF THE ROADWAY THAT SERVE AS A SLOW POINT FOR VEHICLES 3PEED 4ABLES ARE SIMILAR TO SPEED HUMPS ONLY THEY ARE LONGER WITH A mAT TOP CREATING A COMPARATIVELY MILDER FEEL TO DRIVERS 4HE DEVICE MAY BE SUITABLE FOR HEAVIER VOLUME STREETS WHERE STANDARD SPEED UNDULATIONS WOULD BE INAPPROPRIATE 3PEED TABLES CAN BE CONSTRUCTED USING BRICK OR OTHER TEXTURED MATERIALS

4HERE ARE ADDITIONAL TRAFlC CALMING MEASURES AND DEVICES THAT CAN HAVE SIGNIlCANT IMPACTS ON NEIGHBORHOOD TRAFlC CONDITIONS (OWEVER THE MAGNITUDE OF THESE MEASURES CAN BE BOTH CONTROVERSIAL AND VERY COSTLY .EIGHBORHOODS THAT PURSUE THESE TRAFlC CALMING MEASURES MUST HAVE SIGNIlCANT AND APPARENT TRAFlC SAFETY CONCERNS WHERE MILDER DEVICES WOULD NOT BE APPROPRIATE OR EFFECTIVE %XTENSIVE TRAFlC STUDIES ARE REQUIRED AND CERTAIN CRITERIA MUST BE MET IN ORDER FOR A NEIGHBORHOOD TO QUALIFY FOR SUCH DEVICES

Uzqft! s /NE WAY STREETS s 3EMI DIVERTERS PARTIAL STREET CLOSURE s &ULL DIVERTERS FULL STREET CLOSURE s $IAGONAL DIVERTERS

APPENDIX " Bewboubhft s 2EDUCES VEHICLE SPEEDS s -AY REDUCE TRAFlC VOLUMES s "ULB /UTS REDUCE PEDESTRIAN

CROSSING DISTANCES s -AY ADD VISUAL

ENHANCEMENTS TO THE NEIGHBORHOOD

s 2EDUCES VEHICLE SPEEDS s -INIMAL EFFECT ON EMERGENCY

RESPONSE TIMES s !DAPTABLE TO STREETS WITH

HIGHER TRAFlC VOLUMES s -AY FUNCTION AS A CROSSWALK

INCREASING PEDESTRIAN VISIBILITY

s 2EDUCES ON STREET

Dptu s -ODERATE TO (IGH

PARKING SPACES s 2EDUCES TRAVEL WAY

FOR BICYCLISTS s !DDED MAINTENANCE

COSTS FOR LANDSCAPED AREAS

s 0OSSIBLE INCREASE

s -ODERATE TO (IGH

IN TRAFlC NOISE s -AY AFFECT DRAINAGE s -AY BE CONSIDERED

VISUALLY UNATTRACTIVE s 2EQUIRES SUPPLEMENTAL

SIGNAGE AND STRIPING s 0OSSIBLE LOSS OF

ON STREET PARKING

s ,IMITS OR DIVERTS

CUT THROUGH TRAFlC s -AY REDUCE VEHICLE SPEEDS s ,ANDSCAPED AREAS MAY

ADD VISUAL ENHANCEMENTS TO THE NEIGHBORHOOD

s -AY REDUCE ON STREET

PARKING s ,IMITS NEIGHBORHOOD

ACCESSIBILITY s !DDED MAINTENANCE COSTS

FOR LANDSCAPED AREAS s $IVERTS TRAFlC TO OTHER

NEIGHBORHOODS AND STREETS POTENTIALLY CREATING A NEW SET OF PROBLEMS FOR OTHER AREAS OF THE TOWN

s (IGH

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s #AN BE USED AT INTERSECTIONS

Ejtbewboubhft

APPENDIX # %.').%%2).' #/.3)$%2!4)/.3

Usbggjd!Wpmvnf 4HE FUNCTION AND USE OF A STREET IS AN IMPORTANT CONSIDERATION IN ASSESSING THE USE OF TRAFlC CALMING DEVICES )N GENERAL STREETS THAT FUNCTION AS OR ARE CLASSIlED IN THE 'ENERAL 0LAN AS AN hARTERIALv OR A hCOLLECTORv ROADWAY STREETS THAT TYPICALLY CARRY IN EXCESS OF

VEHICLES PER DAY ARE NOT APPROPRIATE CANDIDATES hVERTICAL DEmECTION DEVICESv E G ANY VARIATION OF A SPEED UNDULATION

SPEED TABLE RAISED INTERSECTION ETC 4HERE ARE EXCEPTIONS TO THIS RULE AND THEY APPLY ON STREETS THAT ARE INTENDED TO SERVE A PREDOMINANTLY PEDESTRIAN AREA OR ARE mANKED ON BOTH SIDES BY PUBLIC FACILITIES AND OR SCHOOL RELATED FACILITIES THAT EXPERIENCE HIGH PEDESTRIAN TRAFlC

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Ejwfsufe!Usbggjd!

3OMETIMES SUCCESSFULLY CALMING TRAFlC ON ONE STREET MAY RESULT IN THE DIVERSION OF TRAFlC ONTO AN ADJACENT STREET 4HE FOLLOWING GUIDELINES ARE FOLLOWED IN ESTABLISHING IMPACT LIMITATION ON NON PROJECT LOCAL STREETS !N INCREASE OF MORE THAN VEHICLES PER DAY AS A RESULT OF AN .4-0 PROJECT IS NOT ACCEPTABLE ON ANY LOCAL STREET REGARDLESS OF ITS PRIOR VOLUME !N INCREASE OF MORE THAN VEHICLES PER DAY AS A RESULT OF AN .4-0 PROJECT IS NOT ACCEPTABLE ON ANY MAJOR STREET

4HE RESULTING TRAFlC VOLUME ON ANY LOCAL STREET SHOULD NOT EXCEED

VEHICLES PER DAY 4HE 4OWN HAS ESTABLISHED THESE GUIDELINES FOR THE FOLLOWING REASONS s

s

s

2ESIDENTS OF ADJACENT NON PROJECT LOCAL STREETS ARE PROVIDED WITH SOME ASSURANCE THAT TRAFlC PROBLEMS ON ONE LOCAL STREET WILL NOT BE SOLVED SIMPLY BY SHIFTING THE PROBLEM TO OTHER LOCAL STREETS 4HE GUIDELINES CAN BE TRANSLATED TO A TABLE WHERE THE IMPACT LIMIT ON ANY GIVEN STREET CAN BE QUICKLY AND EASILY IDENTIlED 4HE GUIDELINES PROVIDE A QUANTIlABLE AND OBJECTIVE STANDARD FOR MEASURING THE SUCCESS OR FAILURE OF A PROJECT

!N INCREASE IN TRAFlC VOLUME THAT EXCEEDS THE IMPACT GUIDELINES IS NOT NECESSARILY FATAL FOR A PROJECT /THER MORE QUALITATIVE

CRITERIA SHOULD ALSO BE USED TO HELP DETERMINE WHETHER A PROJECT S SECONDARY OR UNINTENDED IMPACTS ARE ACCEPTABLE

APPENDIX $ 30%#)!, #)2#5-34!.#% .%)'("/2(//$ 0%4)4)/. "/5.$!29 4HE DElNITION OF A NEIGHBORHOOD BOUNDARY CAN BE CONTROVERSIAL IN THE .4-0 PROCESS /FTEN THE WAY A BOUNDARY AREA IS DElNED CAN HAVE A PROFOUND EFFECT ON THE OUTCOME OF A NEIGHBORHOOD S PURSUIT FOR TRAFlC CALMING MEASURES BECAUSE IT DElNES THE AREA THAT THE PETITION MUST BE CIRCULATED )N GENERAL ALL RESIDENTS WHO COULD POTENTIALLY BE AFFECTED BY THE INSTALLATION OF TRAFlC CALMING DEVICES ARE INCLUDED IN BOTH THE NOTIlCATION AS WELL AS THE PETITION BOUNDARY )N MOST CASES PARTICULARLY WITHIN THE PLANNED DEVELOPMENTS EAST OF ) THIS PROCESS IS RELATIVELY SIMPLE

A TH PERCENTILE SPEED EXCEEDS MPH AND B .EIGHBORHOOD SERVES AS A PRIMARY ACCESS POINT FOR OUTLYING AREAS THEREBY INCURRING SPEEDING AND OR HEAVY TRAFlC VOLUMES GENERATED PRIMARILY BY THE OUTLYING AREAS AND C .EIGHBORHOOD ROADWAY NETWORK EXPERIENCES ONE OR MORE OF THE FOLLOWING ISSUES s

4RAFFIC VOLUMES THAT EXCEED THE hENVIRONMENTAL CAPACITYv OF THE RESIDENTIAL NON COLLECTOR ROADWAY

WHERE THE THRESHOLD IS GENERALLY

VEHICLES PER DAY

s

s s

s

,ACK OF SIDEWALKS AND UNIMPROVED SHOULDERS .ARROW STREET WIDTHS 2OADWAY VISIBILITY CONCERNS SUCH AS SIGHT DISTANCE OR ALIGNMENT ISSUES #LOSE PROXIMITY TO A SCHOOL OR PUBLIC FACILITY THAT ATTRACTS AN INCREASED AMOUNT OF PEDESTRIAN BICYCLE ACTIVITY

4HIS hSPECIAL CIRCUMSTANCEv PROVISION WOULD AFFECT THE NUMBER OF RESIDENTS WHO ARE ABLE TO PARTICIPATE IN THE PETITION PROCESS NOT THE PUBLIC HEARING NOTIlCATION AREA 4HE 4OWN WOULD CONTINUE TO NOTIFY THE GREATER NEIGHBORHOOD AREA REGARDING ANY PROPOSED IMPLEMENTATION OF TRAFlC CALMING SOLUTIONS

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(OWEVER THERE ARE AREAS n TYPICALLY ALONG THE WEST SIDE OF ) WHERE NEIGHBORHOOD BOUNDARIES ARE NOT SIMPLE TO DElNE &URTHERMORE THESE RESIDENTIAL AREAS ARE TYPICALLY AFFECTED BY TRAFlC CONDITIONS FROM SOURCES OUTSIDE OF THEIR IMMEDIATE NEIGHBORHOOD &OR THESE UNIQUE CASES THE 4RANSPORTATION STAFF WILL USE A hSPECIAL CIRCUMSTANCEv PROVISION TO LIMIT OR REDUCE

THE BOUNDARY AREA TO INCLUDE ONLY THE NEIGHBORHOOD IMMEDIATELY AFFECTED BY THE TRAFlC SAFETY ISSUES ! NEIGHBORHOOD WOULD QUALIFY FOR THE hSPECIAL CIRCUMSTANCEv BOUNDARY PROVISION IF THE

3UMMARY OF 4RAFlC -ANAGEMENT 4OOLS 42!&&)# -!.!'%-%.4 4//,3

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% $ 5 #!4 ) / . !7! 2 % . % 3 3 % . & / 2 # % - % . 4 +EEP +IDS !LIVE $RIVE 3IGNS 2ADAR $ISPLAY 3IGNS 4RAILERS 0OLICE %NFORCEMENT #OMMUNITY 3PEED 7ATCH 0ROGRAM h3TREET 3MARTSv #AMPAIGN 42!&&)# #/.42/, $%6)#%3 34/0 3IGNS 3PEED ,IMIT 3IGNS

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0AVEMENT -ARKINGS

42!&&)# #!,-).' $%6)#%3 0AVEMENT 5NDULATIONS 4RAFlC #IRCLES 2AISED #ROSSWALKS %NTRY -EDIAN )SLANDS #URB %XTENSIONS 3PEED 4ABLES 3EMI $IVERTERS $IAGONAL $IVERTERS /NE 7AY 3TREETS &ULL #LOSURES

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APPENDIX % Fnfshfodz!!

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+%9 .O )MPACT

,OW )MPACT

-ODERATE )MPACT

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(IGH )MPACT

APPENDIX & 02/*%#4 2!.+).' '5)$%,).%3 /FTEN THERE IS A HIGH DEMAND FOR THE APPLICATION OF THE .4-0 PROGRAM AND ITS FUNDING THROUGHOUT THE 4OWN )N GENERAL THE 4OWN TAKES A lRST COME lRST SERVED BASED ON DATE OF .4-0 APPLICATION SUBMITTAL APPROACH IN RANKING THE PRIORITY OF PROJECTS (OWEVER

THE 4OWN WILL CONSIDER THE FOLLOWING ADDITIONAL FACTORS WHEN RANKING THE PRIORITY OF .4-0 APPLICATION REQUESTS 4RAFFIC 6OLUMES 4HE AVERAGE DAILY TRAFFIC VOLUME !$4 OF THE SUBJECT STREET S WILL BE CONSIDERED AS A FACTOR IN RANKING THE PRIORITY OF A PROJECT AREA

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3PEED ! SURVEY OF THE AVERAGE DRIVING SPEED WITHIN THE PROJECT AREA WILL BE TAKEN 4HE PERCENTAGE ABOVE THE SPEED LIMIT WILL BE CONSIDERED AS A FACTOR IN RANKING THE PRIORITY OF A PROJECT AREA

!CCIDENTS 4HE ACCIDENT HISTORY OF A PROJECT AREA WILL BE CONSIDERED AS A FACTOR IN RANKING THE PRIORITY OF A PROJECT AREA 3CHOOLS AND 0EDESTRIAN !REAS 4HE PROJECT AREA S PROXIMITY TO SCHOOLS AND OTHER PEDESTRIAN ORIENTED AREAS E G PARKS ETC WILL BE CONSIDERED AS A FACTOR IN RANKING THE PRIORITY OF A PROJECT AREA

'LOSSARY OF 4ERMS 0REVAILING SPEED OF VEHICLES TRAVELING ON A ROADWAY

!$4

!VERAGE $AILY 4RAFlC

#%1!

#ALIFORNIA %NVIRONMENTAL 1UALITY !CT

#HOKER

.ARROWING OF THE STREET AT INTERSECTIONS OR AT MID BLOCK TO REDUCE THE WIDTH OF THE ROADWAY

#UL DE SAC

#OMPLETE CLOSURE OF THE STREET EITHER AT INTERSECTIONS OR AT MID BLOCK TO COMPLETELY BLOCK ACCESS FROM ONE END OF A STREET WHILE ALLOWING ADEQUATE TURNAROUND

#URB %XTENSION

4HIS IS ANOTHER TERM FOR A hCHOKER v WHICH IS A NARROWING OF THE STREET

$IAGONAL $IVERTER

"ARRIER PLACED DIAGONALLY ACROSS AN INTERSECTION TO CONVERT THE INTERSECTION INTO TWO UNCONNECTED STREETS TO BREAK UP THROUGH ROUTES

(ORIZONTAL DEmECTION DEVICE

'ENERAL TERM FOR ANY MEASURE THAT ALTERS THE HORIZONTAL ALIGNMENT OF THE ROADWAY OVER A SHORT DISTANCE SUCH AS CURB EXTENSIONS CHOKERS ETC

#HANNELIZATIONS

5SED TO LIMIT DIRECTIONAL TRAFlC MOVEMENTS

MPH

-ILES PER HOUR

-54#$

-ANUAL ON 5NIFORM 4RAFlC #ONTROL $EVICES

.4-0

.EIGHBORHOOD 4RAFlC -ANAGEMENT 0ROGRAM

0AVEMENT 5NDULATION

2AISED PAVEMENT AREAS ACROSS A ROADWAY THAT GENERALLY HAS A HEIGHT OF TO INCHES WITH A TRAVEL LENGTH OF FEET 4HERE ARE A NUMBER OF VARIATIONS WITH COMMON NAMES

INCLUDING hSPEED HUMPS v SPEED LUMPS v AND hSPEED CUSHIONSv

2AISED -EDIANS

!LSO CALLED hINTERSECTION CHANNELIZATIONS v 5SED TO LIMIT DIRECTIONAL TRAFlC MOVEMENTS

2OUNDABOUT

3IMILAR TO TRAFlC CIRCLES BUT HAVE SPLITTER ISLANDS THAT PREVENT VEHICLES FROM TURNING IN FRONT OF THE CIRCLE

2UMBLE 3TRIPS

0ATTERNED SECTIONS OF RAISED OR GROOVED PAVEMENT USED AS A MEANS OF ATTRACTING THE DRIVER S ATTENTION

3EMI $IVERTERS

0ARTIAL STREET CLOSURES WHICH LIMIT ACCESS TO A STREET FROM ONE DIRECTION BY BLOCKING HALF THE STREET

3PEED "UMP

! RAISED PAVEMENT AREA ACROSS A ROADWAY THAT GENERALLY HAS A HEIGHT OF TO INCHES WITH A TRAVEL LENGTH OF TO FEET TYPICALLY USED IN PARKING LOTS

3PEED #USHION

! VARIATION OF A SPEED HUMP CONSTRUCTED OF RUBBER COMPOSITE MODULES AND ARRANGED TO ACCOMMODATE THE WHEEL BASE OF EMERGENCY RESPONSE VEHICLES

3PEED (UMP

!LSO CALLED hPAVEMENT UNDULATIONS v 4HEY ARE RAISED PAVEMENT AREAS ACROSS A ROADWAY AND GENERALLY HAS A HEIGHT OF TO INCHES WITH A TRAVEL LENGTH OF FEET

3PEED ,UMP

! VARIATION OF A SPEED HUMP CONSTRUCTED OF ASPHALT WHICH INCORPORATES GROOVED CHANNELS TO ACCOMMODATE THE WHEEL BASE OF EMERGENCY RESPONSE VEHICLES

4RAFlC #IRCLE

4YPICALLY ROUND RAISED ISLANDS PLACED AT THE CENTER OF AN INTERSECTION 4HEY ARE TYPICALLY EFFECTIVE TOOLS AS INTERSECTION CALMING DEVICES

6ERTICAL $EmECTION $EVICE

'ENERAL TERM FOR ANY MEASURE THAT ALTERS THE VERTICAL PROlLE OF THE ROADWAY OVER A SHORT DISTANCE SUCH AS SPEED HUMPS SPEED LUMPS SPEED CUSHIONS RAISED CROSSWALKS ETC

VPD

6EHICLES PER DAY

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