RPVCCA_CC_SR_2014_08_19_02_Neighborhood_Traffic_Calming_ProgramCITYOF RANCHO PALOS VERDES
MEMORANDUM
TO:
FROM:
DATE:
SUBJECT:
REVIEWED:
HONORABLE MAYOR & CITY COUNCIL MEMBERS
MICHAEL THRONE, DIRECTOR OF PUBLIC WORKS Uo
AUGUST 19, 2014
PRESENTATION ON THE NEIGHBORHOOD TRAFFIC
CALMING PROGRAM (SUPPORTS 2014 CITY COUNCIL
GOAL #1: PUBLIC SAFETY AND TRAFFIC CONTROL}
CAROLYNN PETRU, ACTING CITY MANAGE~
Project Manager: Melissa Countryman, Associate Engineer yVl~
RECOMMENDATION
1. Receive public comment on the Neighborhood Traffic Calming Program.
2. Affirm Council's last approval of updated program (on December 2, 2008), with
any added direction.
BACKGROUND
The City's Neighborhood Traffic Calming Program (NTCP) originated in 1998 and has been
updated periodically throughout the last 16 years as needed. It is a policy aimed at
improving the safety and livability of our neighborhoods and community. It involves both
Staff and local residents in working towards solutions to help alleviate the negative impacts
of traffic on our City streets. A central component of the NTCP is the "toolbox" of traffic
calming options that can be used to address a given traffic concern. For each traffic calming
tool, there is a formal process outlined in the NTCP, specifying how the request can be
initiated by the residents and the subsequent steps that need to be undertaken before the
traffic calming tool can ultimately be implemented.
DISCUSSION
One of the tools in this toolbox that has been the source of a good deal of debate within the
community is speed humps. The last approval of the installation of speed humps in the City
occurred in 2008. At that time, Staff was also informed by the City Council that in the future,
other traffic calming devices or methods should be used, instead of speed humps, to
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address any future neighborhood requests. The reasons given by City Council at that time
include the potential negative impacts to emergency services' response times and the cost of
implementation of speed humps. Subsequently, Staff has received numerous requests and
petitions for speed humps for more than fifteen different locations throughout the City.
Attachment B provides a listing of these locations. While other traffic calming methods have
been suggested and implemented for these residential areas, many still feel that the
installation of speed humps is the only method that can achieve the desired traffic calming
results. Therefore, Staff is requesting clarification as to whether the position expressed by
the City Council in 2008 is still the desire of the current City Council.
It should be noted that the construction cost of speed humps is currently around $5,000-
$6,000 per speed hump, but this cost can vary greatly, depending upon several factors
including the location of speed humps, the number of speed humps installed, roadway width,
traffic control needed during construction, etc. An additional consideration is that speed
humps cannot be installed on every street requested. Factors such as steep grade (incline)
of the street, high traffic volumes, or being located on a transit route would prevent a street
from becoming an appropriate candidate for speed humps.
Furthermore, on June 3, 2014, an Ordinance was presented to City Council to adopt the new
2014 Los Angeles County Fire Code, and then on July 15, 2014, the public hearing was
continued to the August 19, 2014 City Council meeting. At the July 15, 2014 Council
meeting, it was pointed out that adopting the new 2014 Fire Code would limit the power of
the City Council to be able to approve the installation of traffic calming devices such as
speed humps, since it would now require the approval of the Fire Official. This part of the
Fire Code would therefore conflict with the City's current NTCP.
Therefore, Staff has proposed a change in the language of this part of the Fire Code,
Section 503.4. 1 Traffic Calming Devices, which would allow the Fire Code Official to make a
recommendation regarding the implementation of speed humps or other traffic calming
measures on any City-owned street or right-of-way, but would still provide that the ultimate
decision-making authority would reside with the City Council. Even if it is determined that the
current City Council's desire is to not allow speed hump installations in the City at this time,
modifying this language as recommended in this section of the new Fire Code, will preserve
this approval authority for the City Council, depending upon the conditions of the particular
request. In summary, the City Council's ultimate decision regarding the adoption of the new
2014 Los Angeles County Fire Code has potential implications to the City's NTCP and how it
can be administered from this point forward.
CONCLUSION
Adopting Staff's recommendations will allow for the public to comment on the NTCP and for
the City Council to provide direction to Staff regarding any updates or revisions that are
needed.
FISCAL IMPACT
Funding for traffic engineering studies is included in the Traffic Management Program of the
FY14-15 budget. Should the City Council direct Staff to make changes to the NTCP, or as to
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how this program is to be administered, there may be resulting fiscal impacts. For instance,
the fiscal impacts of the installation of speed humps include not only the estimated
construction costs described above for speed humps, but also the associated 'soft costs'
such as traffic study costs, design and surveying costs, construction management and
inspection costs, project management costs, public outreach and administrative costs, and
maintenance costs. The extent of the fiscal impact would also depend upon whether the City
carried the total cost of the speed humps, the City shared this cost with the residents
requesting the speed humps, or placed the responsibility of covering all associated costs on
the residents requesting the speed humps.
Attachments:
Attachment A: Neighborhood Traffic Calming Program - A Community Leadership Guide
Attachment B: Listing of Locations for Speed Hump Requests Received Since 2010
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ATTACHMENT “A”
CITY OF RANCHO PALOS VERDES
NEIGHBORHOOD TRAFFIC
CALMING PROGRAM
A community leadership guide
Public Works Department
December 2008
2-4
TABLE OF CONTENTS
SECTION PAGE NO.
INTRODUCTION ............................................................................................................3
GOALS ............................................................................................................................3
TRAFFIC CALMING TOOLS – OVERVIEW ...................................................................4
PRELIMINARY ...........................................................................................................4
LEVEL 1 .......................................................................................................................4
LEVEL 2 ......................................................................................................................5
PROCESS ........................................................................................................................6
NEIGHBORHOOD TRAFFIC CALMING PROGRAM FLOWCHART ...........................10
DETERMINE ELIGIBILITY FOR TRAFFIC CALMING ................................................11
USE OF FUTURE TECHNOLOGIES FOR TRAFFIC CALMING ...................................12
PRELIMINARY TRAFFIC CALMING TOOLS ...............................................................13
EDUCATION PROGRAMS ........................................................................................13
RADAR TRAILER ......................................................................................................15
LAWN SIGNS ............................................................................................................16
LEVEL 1 TRAFFIC CALMING TOOLS ..........................................................................17
TRUCK RESTRICTION SIGNS ..................................................................................17
SPEED LIMIT SIGNS ................................................................................................18
SPEED LIMIT PAVEMENT MARKINGS ...................................................................19
LEVEL 2 TRAFFIC CALMING TOOLS ..........................................................................20
ENTRANCE TREATMENTS ......................................................................................20
RADAR FEEDBACK SIGNS .......................................................................................21
TRAFFIC CIRCLES ....................................................................................................22
CURB EXTENSIONS OR CHOKERS .........................................................................23
BULBOUTS ...............................................................................................................24
CHICANES ................................................................................................................25
MEDIANS/CENTER ISLAND ...................................................................................26
VISUAL ROADWAY NARROWING ..........................................................................27
SPEED HUMPS/TABLES ..........................................................................................28
REMOVAL OF TRAFFIC CALMING DEVICES .............................................................29
APPENDIX ....................................................................................................................30
SUMMARY of NEIGHBORHOOD TRAFFIC CALMING TOOLS ...............................31
ENGINEERING STUDY ............................................................................................32
LEVEL 2 TRAFFIC CALMING PETITION .................................................................33
NEIGHBORHOOD TRAFFIC CALMING PROGRAM POINT WORKSHEET ............34
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Neighborhood Traffic Calming Program
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INTRODUCTION
The mission of a Traffic Calming Program is to provide a mechanism to improve community
livability, preserve community character and enhance the local neighborhoods by working
with the residents to implement solutions to concerns created by automobile traffic on
neighborhood streets. Neighborhood traffic management programs are becoming standard
practice for many cities around the world that are taking an active role in managing growth
and making sure their roadways are safe and attractive. Citizens play an integral role in
developing successful traffic management programs for their streets by working with City
Staff and utilizing education, engineering, and enforcement to determine ways to attempt to
manage and calm traffic.
This guide is designed to provide community leaders with a model to guide residents
towards a better understanding of the available tools, the steps to seek traffic calming and
improve the livability of residential neighborhoods. This guide does not address safety
issues such as installing stop signs, traffic signals or other traffic control device issues.
Such issues are topics for the Traffic Safety Commission (TSC) and City Staff to address
utilizing their professional expertise and understanding of the City.
The Neighborhood Traffic Calming Program has been designed to ensure that each
neighborhood with a demonstrated traffic problem has access to neighborhood traffic
calming measures. The program requires significant citizen involvement. The program has
been designed to address neighborhood concerns in a timely manner by relying on Staff to
take the initial steps to address a perceived problem. City Staff will design final traffic
calming measures, the Traffic Safety Commission will review plans and, if acceptable,
make a recommendation to the City Council for approval.
GOALS
Goals of the Program are:
Reduce the speed of vehicles on residential streets with demonstrated speeding
problems to levels consistent with speeds on more typical Rancho Palos Verdes
residential streets.
Develop and emphasize focused neighborhood educational programs which address
residential traffic problems.
Implement selective enforcement actions in neighborhoods with demonstrated, or
perceived, traffic-related problems.
Eliminate, or discourage, non-local, cut-through traffic on residential streets.
In implementing the Program Goals, care will be taken to:
o Encourage citizen participation throughout the program by seeking the input of
affected residents and non-resident property owners through neighborhood
meetings, written communication and open forum opportunities with the Traffic
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Neighborhood Traffic Calming Program
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Safety Commission.
o Minimize impacts on emergency vehicle response times caused by implementation
of neighborhood traffic calming measures.
o Limit the potential for shifting traffic problems from one residential neighborhood to
another when implementing traffic calming measures.
o Respond to complaints in a timely manner.
TRAFFIC CALMING TOOLS – OVERVIEW
PRELIMINARY
Preliminary traffic calming measures are those traffic control devices and programs
implemented to inform and educate motorists, bicyclists and pedestrians as well as enforce
violations of traffic regulations. These measures are used as initial traffic calming efforts
and do not require community support through the petition process. They can also be used
for situations where traffic impacts have been found not to be excessive or serious, but
where modifications to driver behavior and/or education have been determined to be
appropriate. Some common basic elements include:
Traffic Education Package
Lawn Signs
Targeted Sheriff Enforcement
Radar Trailer Placement
Preliminary traffic calming measures may be implemented immediately upon receiving a
citizen request, as well as upon completion of the Engineering Study (if performed).
Detailed information on each of these measures is provided on the following pages.
LEVEL 1
Level 1 traffic calming measures may be implemented as a result of the Engineering Study.
They are primarily used to reinforce existing traffic regulations and remind drivers of their
surroundings. They include standard signing and pavement marking elements as found in
the California Manual of Uniform Traffic Control Devices. These measures do not require a
second petition in order to be installed. These mitigations include the following:
Truck Restrictions
Speed Limit Signs
Speed Limit Pavement Markings
No Outlet Signs
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LEVEL 2
Level 2 traffic calming mitigations are traffic control devices and roadway design features
primarily designed to slow traffic and discourage bypass traffic within residential areas.
They are employed when the use of preliminary and Level 1 traffic calming elements
cannot effectively address traffic concerns and have the support of a substantial number of
affected residents. Level 2 traffic calming measures available in Rancho Palos Verdes
include:
Entrance Treatments
Curb Extensions/Chokers
Bulb-Outs
Medians/Center Islands
Traffic Circles
Radar Feedback Signs
Visual Roadway Narrowing
Speed Humps/Tables
Level 2 traffic calming measures must be initiated through a petition process. The petition,
which is shown on page 33, must have the support of 60% of the property owners on the
section of street (or neighborhood) within the limits of the requested traffic calming
measures as recommended in the Engineering Study. The limits generally consist of all
properties between the first and last device in a series, as well as any property within 200
feet of any device.
Construction plans for the Level 2 measures are designed by City Staff in consultation with
the petition’s sponsors. When possible, trial installations utilizing delineators, portable curb
sections, barricades or other devices will be installed to determine effectiveness and
community opinion. The duration of the trial period will normally be less than three months.
During this period City Staff will evaluate the plan. The community’s input will be solicited
and a final plan will be developed by staff. If the trial installation is successful, the Level 2
traffic calming measure will be installed on a permanent basis pending resident funding.
Installation of Level 2 measures that affect the roadway surface may be delayed or
accelerated based on the City’s scheduled road rehabilitation projects. Level 2
measures that affect the roadway surface will be installed after or during a road
rehabilitation project which is scheduled in the near future. This will avoid installing and
paying for the Level 2 measures twice.
For a summary of traffic calming tools see page 31.
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Neighborhood Traffic Calming Program
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PROCESS
The process by which a perceived problem is identified, reviewed, and possibly mitigated
consists of a series of education, enforcement, engineering and evaluation steps. The
process is summarized in the following steps and on the flow chart on page 9.
1. Initial Complaint from a Resident or Group of Residents
The initiation of City involvement in mitigating a neighborhood or street traffic
problem begins with a complaint by an individual resident or a group of residents
and/or an observation by City Staff. The complaint generally involves a perception
that a significant number of motorists traveling through a neighborhood are violating
the law in some way, such as speeding.
2. Preliminary Traffic Calming
Upon receipt of a complaint, City Staff will discuss the issue with the requestor, log
the complaint into a database for tracking purposes and take several actions as
appropriate. City Staff will conduct a field review of the neighborhood or street of
concern. The Sheriff may be contacted to provide additional targeted enforcement
in the area. When identified, enforcement will be emphasized during specific times
and days when the traffic problems are prevalent. Staff will also schedule placement
of the City’s radar trailers to help educate motorists regarding their speed. To further
assist residents in understanding traffic calming issues, Staff will send the requestor
a Traffic Education Package. This package contains several pamphlets and other
materials designed to explain how and why various traffic controls are utilized. Staff
will also make available to the community lawn signs for their use. The use of these
devices is strongly suggested to illustrate the community’s involvement in the traffic
calming process.
3. Neighborhood Petition for a Traffic Calming Engineering Study
If preliminary traffic calming actions do not mitigate the perceived traffic problem to
the satisfaction of the neighborhood, the residents of a street or neighborhood can
request a formal Traffic Calming Engineering Study by City Staff to identify the
actual traffic conditions and determine if additional traffic calming measures are
needed. This request cannot be submitted prior to 90 days after the initial request
(from Step 1) is received. The request for a Traffic Calming Engineering Study must
be in the form of a petition as illustrated on page 32.
The petition must clearly identify the study limits, either as a street with specific limits
or a neighborhood with the boundary streets shown. A map may be attached to the
petition to better identify the limits of the study. The petition must be signed by at
least 60% of the fronting property owners within the requested study limits.
The Study will be broken into two portions: (1) data collection and analysis, and (2)
development of traffic calming measures. This is done to ensure that funds are not
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spent on both portions of the study if the initial segment does not support
implementation of traffic calming measures. If the results provide for development
of further traffic calming measures, funds will be spent on further Study. Upon
receipt of a petition, Staff will validate the signatures and determine if all
requirements have been met.
4. Traffic Calming Engineering Study
City Staff will conduct the first portion of the Traffic Calming Engineering Study,
which will consist of traffic volume counts, speed measurements, a review of the
reported accident history, documentation of the existing traffic controls, review of
roadway characteristics and any other pertinent information. Generally the study will
be completed within eight weeks from validation of the petition, although the size of
the study area may affect this schedule. Upon completion of this portion of the
study, Staff will determine if the minimum traffic calming thresholds are satisfied.
If the minimum traffic calming thresholds are met, Staff will identify the following:
Appropriate Level 1 traffic calming measures; and,
2-3 acceptable Level 2 traffic calming measures per the approved traffic
calming tools.
Staff will prepare a report documenting this information, including specific design,
location and cost parameters. As part of the Engineering Study process, adequate
notification will be provided to the community as a whole. This notification will
include:
Information signs shall be placed within the limits of the Study, stating:
The City will place door hangers at every residence within the limits of
the Study, as well as within 500 feet of any potential traffic calming
device location.
5. Traffic Safety Commission Review of Traffic Calming Engineering Study
Staff will present the Traffic Calming Engineering Study to the Traffic Safety
Commission (TSC) for their review, and/or modification as appropriate. The
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Neighborhood Traffic Calming Program
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presentation will be scheduled as soon as possible after completion of the Study,
pending availability of the TSC and previously scheduled items. To ensure a full
and comprehensive consideration of each traffic calming request, only one Traffic
Calming Engineering Study will be presented at any TSC meeting. The TSC
meeting is the formal opportunity for residents requesting traffic calming to present
their concerns to the TSC, and it is strongly encouraged that the community attends
their scheduled meeting.
A Traffic Calming Engineering Study will be presented before the TSC whether or
not the minimum thresholds are met. If the thresholds are not satisfied, the Study
will document the findings and explain why additional traffic calming measures are
not appropriate. If the minimum thresholds are satisfied, the Study will include
appropriate Level 1 traffic calming measures as well as two or three traffic calming
measures of Level 2 that will be available for consideration by the neighborhood.
The recommendations from the TSC will then be forwarded to the City Council for
consideration and further action.
6. Traffic Calming Cost
Based on the results of the Traffic Safety Commission’s review of the Engineering
Study, recommendations will be forwarded to the City Council for consideration.
Upon City Council approval, traffic calming devices would be installed by the City at
no cost to the residents.
7. Engineering Plan Preparation for Level 2 Mitigations
Upon authorization from City Council, Staff will prepare engineering plans,
specifications and cost estimates for use in construction of Level 2 traffic calming
measures. Generally, plan preparation will be completed within six weeks from
Council authorization. Staff will notify the TSC regarding status of this step and will
present the construction plans to the TSC for their review and recommendation to
the City Council. Staff will then present these plans to the City Council for final
approval.
8. “Before” Counts Taken
Prior to construction, comprehensive “before” traffic counts will be taken to
document existing or "pre-" condition speed and volume data. This data will be used
as a baseline condition from which post construction can be compared.
9. Traffic Calming Measures Implemented
City Staff will advertise the project for construction and will proceed with award and
implementation of a contract to install the approved traffic calming measures.
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10. Monitor Effectiveness
The TSC will be regularly notified of the progress on Level 2 traffic calming
installation. Approximately 60 days after implementation, “after” traffic counts will
be taken to document speed and volume data. This information will be compared to
the existing or "pre"-condition count information and made available to the public for
review and comment.
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Neighborhood Traffic Calming Program
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NEIGHBORHOOD TRAFFIC CALMING PROGRAM FLOWCHART
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
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City of Rancho Palos Ve rdes -Neighborhood Traffic Calming Program
December 2008
Initial Complaint f rom
Citizen/Neighborh ood
Preliminary Traffic Calming -
If Prelimi nary T raffic Calming -------
is successful, then
staff Field Rev iew -----------.. No furt her action
-------,.....,,lf"'P'"'r-e""lim .... in_a_ry...,.T-ra""tt"'ic.. necessary
Calming is
unsuccessful, t hen
Neighborhood Petition for a Traffic
Calming Engineering study
Eight weeks f rom
validation of Petition
Traffic Calming Engineering Study
Completed
---------------.. If traffic calming thresholds are No furt her action
Traffic Safety Commission Review of not met and the TSC concurs necessary
Enginering study
If traffic calming
thresholds a re met
and the TSC
concurs
Level 1
T raffic Calming -
Level 1 Measures Installed
Monitor
Approximately 60
days after installation
of Level 1 and/or 2
Measures
"After" Counts Take n
Post "Before and After" data to City
website for Public Review
Level 2
Present Project Pri ority List to City
Council for Engineering Authorization
Engineering Plan Preparation for
Level 2 Measures
Plans generally completed
within six weeks
Review by Traffic Safety Commission
Final approval by City Council
"Before" Counts Taken
Construction of Level 2 Measures
Monitor
Approximately 60 days after
installat ion of Level 2
Measures
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DETERMINE ELIGIBILITY FOR TRAFFIC CALMING
1. Minimum Thresholds for Level 2 Measures
Traffic calming tools are not appropriate for all roadways. Arterial and collector roadways
are vital components of the City’s traffic circulation system and are intended to provide
conduits that allow vehicles to move efficiently between destinations. Reducing their ability
to accomplish this purpose would increase congestion throughout the City and may result
in traffic diverting to local residential streets. Therefore, Level 2 traffic calming actions are
reserved for streets with the following characteristics:
Streets designated in the City’s circulation element as local roadways;
Streets located in Residence Districts as defined by Section 515 of the California
Vehicle Code:
A "residence district" is that portion of a highway and the
property contiguous thereto, other than a business district, (a)
upon one side of which highway, within a distance of a quarter of
a mile, the contiguous property fronting thereon is occupied by
13 or more separate dwelling houses or business structures, or
(b) upon both sides of which highway, collectively, within a
distance of a quarter of a mile, the contiguous property fronting
thereon is occupied by 16 or more separate dwelling houses or
business structures. A residence district may be longer than
one-quarter of a mile if the above ratio of separate dwelling
houses or business structures to the length of the highway
exists.
Streets with a prevailing (85th percentile) speed of 7 mph or more over the posted or
designated speed limit.
Streets with no more than one through travel lane in each direction.
Streets with an average daily traffic of at least 1,500 vehicles per day or peak hour
traffic of at least 150 vehicles per hour.
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Streets that receive a minimum total score of 51 points based on the table below,
which identify values assigned to each data element identified in the Traffic Calming
Engineering Study:
Data Points Basis for Points
Travel Speed 0 to 40 Extent that the 85th percentile* speed exceeds speed limit: 2
points assigned for every 1 mph over speed limit.
ADT Volume 0 to 30
Streets with average daily traffic over 1,500 vehicles per day or
peak hour traffic over 150 vehicles per hour will be assigned 5
points with every additional 200 vehicles per day or 50 vehicles
per hour.
Crashes 0 to 10
1 point for every correctable collision reported based on the
past 5 years of data.
School Proximity 0 to 5 School ground on segment 5 points. Within 500 feet 3 points.
Within 1,000 feet 1 point.
Sidewalks or
Pathways 0 to 5 No sidewalks or pathways exist along at least one side of the
street 5 points.
Pedestrian
Crossings 0 to 10 Yellow crosswalk on the street 5 points. Major crosswalk
located on the street 10 points.
Total Points 100
*The 85th percentile speed is the speed at or below which 85 percent of the vehicles travel.
When data such as speed and volume is gathered at more than one location within a
neighborhood, points will be assigned for each location and then averaged to ensure
equitable comparisons.
2. Prioritization of Level 2 Traffic Calming Requests
Due to limited funding for traffic calming measures, all requests for Level 2 traffic calming
will be evaluated and ranked against other streets and neighborhoods based on the table
presented above. City Staff will complete the Neighborhood Traffic Calming Program point
worksheet (see page 34). If the minimum thresholds above are met, the City will rank the
request against other requests that have already been submitted.
USE OF FUTURE TECHNOLOGIES FOR TRAFFIC
CALMING
Technologies regarding traffic calming measures are continually evolving and not be
excluded from the RPV traffic calming process. Where feasible, Staff will consider traffic
calming pilot programs and grant opportunities to assist with traffic calming measures.
Although many progressive traffic technologies are in their infant stages of acceptance,
they will be added to this document as a Traffic Calming Tool as they become legal and
readily available.
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PRELIMINARY TRAFFIC CALMING TOOLS
EDUCATION PROGRAMS
Education programs are an important element of a comprehensive traffic calming program.
This tool includes efforts to make the public more aware of their own driving behavior and
their impact on others. Pedestrian and bicycle programs alert and educate pedestrians and
bicyclists on roadway safety. Driver information and education on existing laws can help
improve driver behavior. Traffic calming education allows residents to express views and
obtain answers with regards to traffic conditions within their neighborhoods. As part of the
process, solutions are discussed and appropriate actions can then be pursued. Driving
behavior by residents may be improved by making them more aware of how their actions
affect others in their neighborhood.
Cost
Free to public
Positive Aspects
Educational tool
Good public relations for neighborhoods
Effective for temporary speed reduction needs
Negative Aspects
Not self-enforcing
Duration of effectiveness is limited
May require temporary lane closures
Further information about these programs can be obtained by contacting Public Works at
310-544-5252.
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POLICE ENFORCEMENT
The Sheriff Department deploys motorcycle or automobile Deputies to perform targeted
enforcement on local residential streets. Targeted enforcement is used to make drivers
aware of speed limits and other traffic regulations. This is intended to reduce speeding as
well as other illegal and undesirable driving behaviors through the issuance of traffic
citations. The presence of Sheriff Deputies is also used as an educational device to help
motorists understand how their actions affect livability within a neighborhood, which
encourages better driving practices. Enforcement is a highly effective tool when present.
Driver awareness is immediately increased and it can be implemented on relatively short
notice. For long-term effectiveness, enforcement should be utilized on a recurring basis at
varying periods. Effectiveness is also enhanced when it is used in conjunction with
educational devices, such as radar trailers and feedback signs. The ability to use
enforcement on a widespread basis is limited by the availability of Sheriff resources.
Cost
Traffic enforcement is part of the City’s regular activities and is budgeted
accordingly.
Positive Aspects
Effective while officer is actually present at the location
Can be targeted to specific time periods that are deemed to be most problematic
Can be implemented on short notice
Targets violators without affecting normal traffic
Negative Aspects
It is a temporary measure
Enforcement may be limited by police availability
Expensive tool
For police enforcement, contact the Lomita Sherriff at 310-539-1661.
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RADAR TRAILER
This is a mobile trailer-mounted radar display that informs drivers of their speed. This
element is applicable on roadways where speeding is a problem. Radar trailers are mobile
devices that can be parked on the side of the roadway, then detect and display the speed
of approaching vehicles. They are typically moved on a daily basis, and perform basically
the same function as a radar feedback signs, but are placed for much shorter periods of
time. Radar trailers help discourage speeding by alerting motorists of their speed. Radar
trailers are an effective educational tool that clearly illustrates the speed of motorists. They
are well received by the public and encourage voluntary speed compliance. Radar trailers
are especially effective in reducing speeds of motorists who are generally observant of
traffic laws but inadvertently exceed the speed limit. Their use in conjunction with
enforcement can increase their effectiveness as well as enhance the long-term
effectiveness of enforcement activities. They are less effective on higher volume roadways
and are not a method of issuing traffic citations. Their effectiveness decreases after they
have been relocated to other locations.
Cost
Radar trailers are part of the City’s regular activities and are budgeted accordingly.
Positive Aspects
Educational tool
Good public relations for neighborhoods
Effective for temporary speed reduction
needs
Portable
Quick implementation
Negative Aspects
Not self-enforcing
Duration of effectiveness is limited
Subject to vandalism
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LAWN SIGNS
Traffic calming lawn signs are placed on private property by the owners to provide a friendly
reminder to motorists that they are traveling through a residential neighborhood and should
utilize appropriate driving behavior. The City has designed signs with a Rancho Palos
Verdes theme, and maintains a supply for use by residents. In addition, the act of placing
signs on their property may encourage residents to become more involved in promoting
traffic calming within their neighborhood as well as other neighborhoods. Traffic calming
lawn signs may have some degree of positive influence on the behavior of drivers. They
are generally well received by residents and allow a proactive approach to a neighborhood
concern by residents. Lawn signs are not typically a permanent feature and should not be
left up for more than 6 months or until Level 1 or 2 mitigations are installed.
There is no specific data on the long-term effectiveness of these devices.
Cost
Lawn signs are free to the public
Positive Aspects
Provides a reminder to motorist
Negative Aspects
Not self-enforcing
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LEVEL 1 TRAFFIC CALMING TOOLS
TRUCK RESTRICTION SIGNS
Restricting the entry of trucks into residential neighborhoods can be achieved through the
posting of truck restriction signs if approved by City Council. The restrictions typically apply
to all commercial vehicles over three (3) tons. This method is most applicable on
residential streets to reduce cut-through traffic of commercial vehicles.
Cost
Truck restriction signs are provided by the City if deemed appropriate.
Positive Aspects
Redirects commercial traffic through main streets
Reduces noise and air pollution due to trucks in residential streets
Negative Aspects
Not self-enforcing
Causes an inconvenience for residents in the event of truck services needed for
moving, deliveries and other heavy services.
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 17 -
2-20
SPEED LIMIT SIGNS
This element is a basic method aimed at slowing traffic through visual reminders of the
legal speed limits. It can be applied to most streets that have speeding. 25 mph speed
limit signs may be installed on local residential streets that meet the legal 25 mph
residential speed limit per the California Vehicle Code. However the signs are not required
for enforcement. Installing speed limit signage encourages motorists to reduce their speed
in residential neighborhoods by reminding them of the legal speed limit. Speed limit signs
can promote appropriate driving behavior by clearly indicating the legal speed limit. They
are generally well received by residents, but may add to sign clutter. Effectiveness is
usually dependant upon recurring enforcement.
Cost
Speed limit signs are provided by the City if deemed appropriate
Positive Aspects
Provides a clear definition of legal speed limit
Provides context for enforcement efforts
Negative Aspects
Not self-enforcing
Negative impact on the aesthetics of the street
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 18 -
2-21
SPEED LIMIT PAVEMENT MARKINGS
25 mph speed limit pavement markings may be installed on local residential streets that
meet the legal 25 mph residential speed limit per the California Vehicle Code. The
markings are not required for enforcement and are typically installed adjacent to 25 mph
speed limit signs. They can also be used independently of signs when there is a desire to
reduce sign clutter. Installing speed limit pavement markings encourages motorists to
reduce their speed in residential neighborhoods by reminding them of the legal speed limit.
Since they appear directly in front of vehicles on the roadway, they increase the number of
locations where the information is provided to motorists, potentially increasing the ability to
notify motorists of the speed limit. Speed limit pavement markings can promote appropriate
driving behavior by clearly indicating the legal speed limit. They are generally well received
by residents and do not add to sign clutter. Effectiveness is usually dependant upon
recurring enforcement.
Cost
Pavement markings are provided and maintained by the City if deemed
appropriate.
Positive Aspects
Provides a clear definition of legal speed limit
Provides context for enforcement efforts
Negative Aspects
Not self-enforcing
Negative impact on the aesthetics of the street
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 19 -
2-22
LEVEL 2 TRAFFIC CALMING TOOLS
ENTRANCE TREATMENTS
Entrance treatments consist of physical and/or textural changes to streets and are located
at key entryways into a neighborhood. There are numerous types of entrance treatments
including textured pavement, center islands, signs, chokers and over head structures.
Entrance treatments create visual, and in some
cases audible, cues that tell drivers they are
entering a local residential area or that the
surrounding land uses are changing. The intent is
a reduction in speed.
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 20 -
Entrance treatments have minimal influence on a
familiar drivers’ routine behavior. Overall speeds
and total volumes may be nominally influenced, but
it is believed that drivers are made more aware of
the environment in which they are driving and are
more considerate of pedestrians. Unfamiliar drivers may be influenced to avoid the use of
a neighborhood street with an entrance treatment when searching for a through route.
Cost
Entrance treatments cost varies depending on
the treatment. Custom signs start at $500
each; center islands start at $10,000 each;
chokers start at $10,000 each. There may be
beautification grants available to landscape
these mitigations through the City’s recycle
program.
Positive Aspects
Deters unfamiliar drivers
Creates a sense of community
Aesthetically pleasing
Negative Aspect
Speed and volume may not be effected
Landscape must be maintained by the
residence/HOA
2-23
RADAR FEEDBACK SIGNS
Radar feedback signs are devices mounted either permanently or semi permanently (long-
term) that detect and display the speed of approaching vehicles. They are typically
installed in conjunction with speed limit signs and are placed on street lights or posts. They
perform basically the same function as a radar trailer, but are placed for much longer
periods of time. Radar feedback signs help discourage speeding by alerting motorists of
their speed. Radar feedback signs are an effective educational tool that clearly illustrates
the speed of motorists. They are well received by the public and encourage voluntary
speed compliance. Radar feedback signs are especially effective in reducing speeds of
motorists who are generally observant of traffic laws but inadvertently exceed the speed
limit. Their use in conjunction with enforcement can increase their effectiveness as well as
enhance the long-term effectiveness of enforcement activities. They are less effective on
higher volume roadways and are not a method of issuing traffic citations. Speed feedback
signs are typically mounted on or near speed limit signs and can be mobile units
Cost:
Radar feedback signs cost approximately $8,000 each.
Advantages:
Real-time speed feedback
Does not physically slow emergency vehicles or buses
Permanent or on a rotational installation
Can record speed and volume data for use in education and enforcement efforts
Disadvantages:
May require a power source
Only effective for one direction of travel
Long-term effectiveness
uncertain
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 21 -
2-24
TRAFFIC CIRCLES
Traffic circles require drivers to slow to a speed that allows them to comfortably maneuver
around them. Traffic circles are used when three or more roads intersect. They are
created by constructing a raised island placed at the center of the intersection. They may
be landscaped with ground cover and/or street trees. The primary purpose of traffic circles
is to slow traffic while providing right-of-way control at intersections. An additional benefit
is that they reduce the number of angle and turning-type collisions. Traffic circles are very
effective at lowering speeds in their immediate vicinity. Traffic circles are most effective
when constructed in a series on a local service street. However they can be difficult for
large vehicles to negotiate and must be carefully designed to ensure that pedestrian and
emergency vehicles mobility is not compromised.
Cost
Traffic circles cost approximately $10,000 to $30,000 each, depending upon size,
the presence of irrigation and electrical connections. There may be beautification
grants available to landscape these mitigations through the City’s recycle program.
Positive Aspects
Traffic Circles are effective in moderating speeds
If designed well, they can have positive aesthetic value
Placed at an intersection, they can calm two streets at once
Negative Aspects
They may be difficult for large vehicles (such as fire trucks) to circumnavigate
They must be designed so that the circulating lane does not encroach on the
crosswalks
They may require the elimination of some on-street parking
Landscaping must be maintained by the residents/HOA
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 22 -
2-25
CURB EXTENSIONS OR CHOKERS
Curb extensions or chokers narrow the street by widening the sidewalk or the landscaped
parking strip. These devices are employed to make pedestrian crossings easier, to narrow
the roadway, and/or to slow traffic. Curb extensions effectively improve pedestrian access
by reducing the street crossing distance and improving sight distance.They also influence
driver behavior by changing the appearance of the street.
Cost
Curb extensions costs $15,000 to $30,000 per location, depending upon size and
irrigation. There may be beautification grants available to landscape these
mitigations through the City’s recycling program.
Positive Aspects
Visually narrow street
Can enhance the aesthetics of a street
Narrowed roadway section may contribute to reduction of speeds
Negative Aspects
May not be self-enforcing
Landscape must be maintained by residents/HOA
Removes parking
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 23 -
2-26
BULBOUTS
Bulbouts narrow the street width at intersections, creating a shorter and safer pedestrian
crossing and encouraging drivers to slow down.
Bulbouts may be striped or may be curbed islands
containing special paving or landscaping which
maintain current drainage patterns. Corner bulb-
outs are typically used adjacent to intersections
where parking is restricted. They can also enhance
the livability of a neighborhood by increasing the
separation between the street and
residences/sidewalk. Bulbouts effectively reduce
speeds in their immediate vicinity by physically
narrowing the roadway, which has the effect of
reducing motorist’s willingness to travel at high
speeds. They can influence driver behavior by changing the appearance of the street,
especially through landscaping. Bulbouts can provide physical separation between turning
vehicles and parked vehicles, thus enhancing access for exiting or entering the traffic flow.
They also can reduce the speed of turning vehicles. Bulbouts designed without a curb-side
opening may adversely affect bicyclists by reducing their separation from vehicles.
Cost
Bulbouts start at $5,000 per corner depending upon size. There may be
beautification grants available to landscape these mitigations through the City’s
recycle program.
Positive Aspects
Pedestrian crossing distance is reduced
Narrowed roadway section may contribute to reduction of speeds
Breaks up driver’s view path
Negative Aspects
May create a hazard for bicyclists who are less visible to turning vehicles and cross
traffic
May require partial or total removal of
parking
Landscape must be maintained by the
residents/HOA
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 24 -
2-27
CHICANES
A curved street alignment that can be designed into new developments or retrofitted in
existing right-of-ways is called a chicane. The curvilinear alignment requires additional
maneuvering and shortens drivers’ sight-lines, resulting in lower speeds. This device can
be applied to any street where speed control is desired, provided the street is wide enough
to accommodate the curvilinear design.
Cost
Chicanes start at $10,000 each. There may be beautification grants available to
landscape these mitigations through the City’s recycle program.
Positive Aspects
Provides a speed reducing effect
Changes the look of the street, making it more aesthetically pleasing
Has minimal impact on emergency response
Negative Aspects
Can involve extensive design and expensive implementation
May require partial or total removal of on-street parking
May require modification of drainage features and other utilities
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 25 -
2-28
MEDIANS/CENTER ISLAND
Medians, also called center islands, are raised islands in the center of the roadway that
separate traffic directions. Medians are used on wide streets to narrow the travel lanes,
interrupt sight distances down the center of the roadway, and ease pedestrian crossing.
They are in the center of the roadway that separate opposing directions of traffic. They
may be striped or may be curbed islands containing special paving or landscaping. These
devices are employed to narrow the roadway, thus reducing the speed of traffic, as well as
provide pedestrian refuge areas. They can also reduce speeds by eliminating long,
straight, unobstructed segments of roadway that encourage motorists to exhibit poor driving
behaviors. Medians and center islands effectively reduce speeds in their immediate vicinity
by physically narrowing the roadway, which has the effect of reducing motorists’ willingness
to travel at high speeds. They also improve pedestrian mobility by providing refuge areas.
They can influence driver behavior by changing the appearance of the street, especially
through landscaping. These devices can enhance the aesthetics of a neighborhood
through well-maintained landscaping, which can emphasize the residential nature of a
street.
Cost
Medians start at $5,000, depending upon size and the presence of irrigation and
electrical connections. There may be beautification grants available to landscape
these mitigations through the City’s recycle program.
Positive Aspects
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 26 -
Narrowed roadway section may contribute
to reduction of speeds
Provides pedestrian refuge areas when
crossing
Opportunity for landscaping and visual
enhancements to the neighborhood
Negative Aspects
Long medians may interrupt
emergency access and operations
May interrupt driveway access and
result in U-turns at the end of
medians
May require removal of parking
Landscape must be maintained by
the residents/HOA
2-29
VISUAL ROADWAY NARROWING
Visual roadway narrowing is accomplished by installing striping to separate the through
travel lane from the shoulder/parking lane. It can also be used to create bike lanes where
appropriate. The extra pavement can be further delineated by installing diagonal striping
between the curb and the edge striping. Visually narrowing the roadway is intended to
reduce speeds by creating a confined feeling for motorists, known as side friction. Because
it does not include any construction activities, it is a more cost effective and less intrusive
traffic calming technique than the other engineering devices contained in this Program.
Visual roadway narrowing can typically be installed quickly with little impact to residents. It
has speed reduction effects and can be easily modified if necessary. However some
residents may oppose the striping for aesthetic reasons. Since striping can only affect
motorist perception and not physically require modified driving behavior, it is not as
effective as construction measures.
A second way to visually narrow a street is to plant street trees. As the trees mature the
street will feel visually smaller. There is grant funding available thru the City’s recycling
program to pay for these trees. City permits will be required to plant within the City’s
right-of-way. Furthermore careful selection of trees must be chosen so as to not obstruct
views.
Cost
Striping costs vary depending upon the
width of the roadway and presence of
diagonal hatching. Maintenance after
installation will be included in the City’s
regular pavement striping budget.
Positive Aspects
Does not affect on-street parking
Has a speed reducing effect
Low initial cost
Negative Aspects
Not self-enforcing
Negative impact on the aesthetics of the street
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 27 -
2-30
SPEED HUMPS/TABLES
Speed humps and tables are areas of pavement raised 2-3 inches in height over a length of
12-22 feet. The combination of different heights, lengths and spacing will affect the speed
a vehicle can comfortably go over the hump/table as well as the speed between
humps/tables. Speed humps and tables are marked with signs and pavement markings.
They can be used on local streets where speed control is desired or where cut-through
traffic is to be discouraged. Speed humps and tables are not used on streets designated
as primary response routes for emergency vehicles,located on transit routes and on
streets whose grade exceeds 8%. Speed humps and tables will be limited to streets not
greater than 40 feet wide with a maximum of 3,000 vehicles per day. The speed
humps/tables shall not be installed within horizontal curves of less than 300 feet centerline
radius and vertical curves with less than the minimum safe stopping sight distance. They
shall not be installed where the minimum safe stopping sight distance is not achieved.
Speed humps/tables will not be installed on any streets where it is determined that an
increase in accidents will occur with the installation. Speed humps/tables should not be
installed on streets with more than 5 percent of long wheel base vehicles travel unless
there is a reasonable alternative route. Special consideration should be made with regards
to motorcycles, bicycles and other types of special vehicles that use the street.
Cost
$5,000 -$10,000 each depending on the total number of humps or tables.
Positive Aspects
Speed humps and tables are very effective at reducing speeds
Used in conjunction with landscaped islands or chokers, they can enhance the
aesthetics of a street
Negative Aspects
They cause a "rough ride" for all
drivers
They force large vehicles, such as
emergency vehicles and those with
rigid suspensions, to travel at
slower speeds
They may increase noise and air
pollution
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 28 -
2-31
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 29 -
REMOVAL OF TRAFFIC CALMING DEVICES
If residents of a neighborhood request to have their traffic calming measures removed, a
new petition must be submitted with 60% support of from the original traffic calming petition
limits. This petition cannot be submitted less than one year after installation of the traffic
calming measures. City Staff will validate the petition and present the petition to the Traffic
Safety Commission. After the Traffic Safety Commission reviews the request, its
recommendation will be presented to the City Council for final action.
The City Council may require residents participation in covering the cost of the removal
including:
Inspection fees
Changing of signing, stripping, pavement markers
Redesign
Disposal of asphalt, concrete etc.
Design changes or engineering
The process to have the traffic calming devices removed is as follows:
Residents contact City Staff
Residents submit a petition for the removal of the traffic calming devices
City Staff verifies the petition and presents it to the TSC for a recommendation to the
City Council
If required by the City Council, a Trust Deposit will be established for residents’
financial participation
If approved by the City Council, the devices will be removed
A follow up report is sent to the Traffic Safety Commission and the City Council
2-32
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 30 -
APPENDIX
2-33
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 31 -
SUMMARY of NEIGHBORHOOD TRAFFIC CALMING TOOLS
Measure
Speed
Reduction
Volume
Reduction
Noise
Increase
Loss of
Parking
Emergency
Impacts
Increased
Maintenance
Preliminary
Education Programs minor none no no no no
Police Enforcement
moderate-
major none no no no no
Radar Trailer
moderate-
major minor no no no no
Lawn Signs minor none no no no no
Level 1
Truck Restriction Signs no minor no no no minor
Speed Limit Signs minor none no no no minor
Speed Limit Pavement
Markings minor none no no no minor
No Outlet Signs minor none no no no minor
Level 2
Entrance Treatments minor minor no
moderate-
minor minor
moderate-
minor
Radar Feedback Signs
moderate-
minor minor no no no
moderate-
minor
Traffic Circles
moderate-
minor
moderate-
minor minor
moderate-
minor moderate
moderate-
minor
Curb Extensions or Chokers
moderate-
minor minor no
moderate-
minor minor
moderate-
minor
Bulbouts minor minor no minor minor minor
Chicanes
moderate-
minor minor no
moderate-
minor minor
moderate-
minor
Medians/center island
moderate-
minor minor no
moderate-
minor minor
moderate-
minor
Visual Narrowing minor minor no no no minor
Speed Humps/Tables
moderate-
minor moderate minor no moderate
moderate-
minor
2-34
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program
- 32 -
ENGINEERING STUDY
We, the undersigned, request the City of Rancho Palos Verdes Public Works Department
to undertake traffic engineering studies for the purpose of developing preliminary
recommendations to mitigate existing traffic problems occurring on (Subject Street)
between (first cross-street)and (second cross-street).
_______________________________________________________________________
Existing traffic problems include the following:
Excessive travel speeds Vehicle noise
_ High volumes of non-local traffic _ Pedestrian mobility
_ Bicycle mobility _ Truck traffic
______ Other (________________________________________________________________________________)
Name (please print) Address (please print) Telephone No. Date Signature
Petition Spokesperson: ___________________ Telephone No.: __________________________
2-35
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program - 33 -
LEVEL 2 TRAFFIC CALMING PETITION
______________________________________________________________
We, the undersigned, desire, agree with, and request implementation of the following traffic
calming tools(s):
Install (specified traffic calming tool)on (subject street)between (first cross-street)
and (second cross-street) or at (specified location) per the attached conceptual plans
dated (month/day/year).
I understand that the proposed traffic calming tools may have a direct impact on my
property. By signing this petition, I acknowledge that I have read the detailed description of
the traffic calming tools being proposed.
Name (please print) Address Telephone No. Date Signature
Petition Spokesperson:____ _____ ___Telephone No: ______ ____________
2-36
City of Rancho Palos Verdes
Neighborhood Traffic Calming Program - 34 -
NEIGHBORHOOD TRAFFIC CALMING PROGRAM POINT WORKSHEET
This worksheet will be completed by City staff. It will be used to assign points to a street for
prioritization of potential neighborhood traffic calming. (Note: Neighborhood Traffic
Calming Area of Impact = “AOI”).
Name of Neighborhood (street location):
Points
1. Travel Speed (40 pts. max.)
Extent that the 85th percentile speed exceeds speed limit; 2 points
assigned for every 1 mph over speed limit.
85th Percentile Speed: Date Measured:
2. ADT Volumes (30 pts. max.)
Streets with average daily traffic over 1,500 vehicles per day or peak hour
traffic over 150 vehicles per hour will be assigned 5 points with
every additional 200 vehicles per day or 50 vehicles per hour.
Volume:(vpd or vph) Date Counted:
3. Crashes (10 pts. max.)
1 point for every correctable collision reported based on the past 5 years of data.
Number of Collisions: Period:
4. School Proximity (5 pts. max.)
School grounds abut candidate street = 5 points.
AOI is located within 500 feet of school grounds = 3 points.
AOI is located within 1,000 feet of school grounds = 1 point.
5. Sidewalks or Pathways (5 pts. max.)
No sidewalk or pedestrian pathway exists along at least one side
of the street = 5 points.
A sidewalk or pedestrian pathway exists on at least one side of
the street = 0 points.
6. Pedestrian Crossings (10 pts. max.)
School crosswalk (yellow crosswalk) is located on a street in
the AOI = 5 points.
Major crosswalk is located on a street in the AOI = 10 points.
Total Score:
Comments:
Evaluator: Date:
2-37
ATTACHMENT "D"
CITY OF RANCHO PALOS VERDES
NEIGHBORHOOD TRAFFIC
CALMING PROGRAM
Public Works Department
June 1998
Revised: May 1999
Revised: January 2002
Reaffirmed March 30, 2004
2-38
TABLE OF CONTENTS
PAGE NO.
Goals and Objectives 3
Process 4
Flowchart of Steps 6
Sample Petition for Engineering Study 7
Sample Petition for various Traffic Calming Devices 9
Examples of Calming Tools 11
2-39
OBJECTIVE
The objective of the Rancho Palos Verdes Neighborhood Traffic Calming Program is to
improve the livability of our neighborhoods and to minimize adverse impacts of vehicular
traffic on residential streets through a system of education, enforcement, and
engineering.
GOALS
Goals of the Program are:
• Reduce the speed of vehicles on residential streets, with demonstrated speeding
problems, to levels consistent with speeds on more typical Rancho Palos Verdes
residential streets.
• Increase safety by reducing demonstrated accident patterns on impacted
residential streets to levels consistent with those of typical Rancho Palos Verdes
residential streets.
• Develop and emphasize focused neighborhood educational programs which
address residential traffic problems.
• Implement selective enforcement actions in neighborhoods with demonstrated, or
perceived, traffic-related problems.
• Eliminate, or discourage, non-local, cut-through traffic on residential streets.
In implementing the Program Goals, care will be taken to:
• Encourage citizen participation throughout the Program by seeking the input of
affected residents and non-resident property owners through neighborhood
meetings, written communication, open forum opportunities with Traffic
Committee and with City Council.
• Minimize impacts on emergency vehicle response times caused by
implementation of neighborhood traffic calming measures.
• Limit the potential for shifting traffic problems from one residential neighborhood
to another when implementing traffic calming measures.
• Respond to complaints in a timely manner.
2-40
PROGRAM OVERVIEW
The Neighborhood Traffic Calming Program has been designed to ensure that each
neighborhood with a demonstrated traffic problem has access to neighborhood traffic
calming measures. The program requires significant citizen involvement. The program
has been designed to address neighborhood concerns in a timely manner by relying on
staff to take the initial steps to address a perceived problem. Final traffic calming
measures must be reviewed by the Traffic Committee and approved by the City Council,
and the level of traffic control measures which may be implemented is subject to
available funding.
PROCESS
The process by which a perceived problem is identified, reviewed, and possibly
mitigated is a series of education, enforcement, and engineering steps. The process
from notification to solution is illustrated using a flow diagram, see Figure One.
The process is summarized in the following steps.
1 -Initial Complaint and Site Review
The initiation of City involvement in mitigating a neighborhood traffic problem begins
with a complaint by an individual resident or a group of residents. The complaint
generally involves a perception that a significant number of motorists traveling through a
neighborhood are violating the law in some way.
2-Site Review by Staff
Staff conducts a field review of the complaint.
3-Increased Enforcement I Education
In the case of speeding, staff will request additional traffic enforcement by the sheriff
and/or schedule the placement of the radar speed trailer.
4 -Traffic Committee Meeting with the Neighborhood (Optional)
The neighborhood will meet with the Traffic Committee. This meeting may be
scheduled on a quarterly basis (as required) and will provide an opportunity for the
neighborhood to express concerns, and for staff and the committee to compare
neighborhood conditions to the reasonable expectations of traffic volumes, traffic
speeds, accident rates, etc.
The Traffic Committee would provide information about traffic safety to the
neighborhood and encourage neighborhood action to distribute this information to the
neighborhood.
5 -Neighborhood Action
Utilizing information provided by the Traffic Committee, the neighborhood will begin an
2-41
educational campaign. Information about traffic safety will be distributed by door-to-
door communication, or the homeowners' association newsletter.
If after an educational campaign, there is still a perception in the neighborhood that only
physical changes can solve their problem, the residents can petition the City to request
further engineering studies to address neighborhood concerns.
6 -Engineering Analysis
If a petition signed by 60 percent of the residents on the impacted block is submitted to
the Public Works Department requesting additional traffic analysis, a neighborhood
traffic study will be prepared which reviews accident history, and conducts appropriate
studies. A report would be prepared which summarizes findings and outlines various
options.
7 -Review by the Traffic Committee
The report outlining the various options and recommendations is reviewed by the Traffic
Committee and the Public at a regular meeting of the Traffic Committee. If the Traffic
Committee determines that construction of a traffic-calming device is appropriate, Staff
will prepare a petition, for neighborhood consideration which describes the appropriate
traffic calming device(s), listing potential benefits and problems associated with the
device.
8 -Consideration by the Neighborhood
If a petition requesting traffic calming device(s) is signed by 60 percent of the property
owners on the impacted block, is submitted to the Public Works Department.
Preliminary engineering plans and cost estimates for the traffic calming devices will be
prepared by the Public Works Department.
9 -Consideration by City Council
The City Council will review the matter and determine if the recommended traffic
calming measure is to be implemented.
10 -Plans prepared and Publicly Reviewed
Upon completion, the plans would be reviewed by the Public at a regular traffic
committee meeting.
11-Traffic Calming Measure Implemented
12-Follow up
The implemented traffic calming measures are monitored for effectiveness.
2-42
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2-43
Petition for
Engineering Study
2-44
SURVEY/PETITION
TO ASSESS NEIGHBORHOOD VEHICULAR TRAFFIC PROBLEMS
We, the undersigned, request the City of Rancho Palos Verdes Public Works
Department to undertake traffic engineering studies for the purpose of developing
preliminary recommendations to mitigate existing traffic problems occurring on
(Subject Street) between (first cross-street) and (second cross-street).
Existing traffic problems include the following:
~x __ Excessive travel speeds
~x __ High volumes of non-local traffic
___ Demonstrated accident history
Other ---
Name Address
(please Print) (please print)
Petition Spokesperson: John Smith
Vehicle noise ---
___ Pedestrian safety
___ Bicycle safety
Telephone Date Signature
No.
Telephone No. (310) 555-1234
2-45
Petition for Implementation
Of T'raffic Calming Tools
2-46
SURVEY/PETITION
FOR
IMPLEMENTATION OF NEIGHBORHOOD TRAFFIC CALMING TOOLS
We, the undersigned, desire, agree with, and request implementation of the following
traffic calming tools(s):
Install (specified traffic calming tool) on (subject street) between (first cross-street) and
(second cross-street) or at (specified location) per the attached conceptual plans dated
(month/daylvear).
I understand that the proposed traffic calming tools may have a direct impact on my
property. By signing this petition, I acknowledge that I have read the detailed
description of the traffic calming tools being proposed.
Name (please Address
print)
Telephone No. Date Signature
Petition Spokesperson: John Smith Telephone No: (310) 555-1234
2-47
Examples of
Traffic Calming Tools
2-48
HIGHER VISIBILITY CROSSWALKS
DESCRIPTION:
Higher visibility crosswalks are used to increase driver recognition of a crosswalk by
using one of the following techniques: 1) designing the crosswalk with paving blocks or
contrasting colored concrete, or 2) painting the crosswalk with "zebra" stripes between
the outer boundary stripes. Higher visibility crosswalks should only be used at
uncontrolled crosswalks.
PURPOSE:
The primary purpose of a higher visibility crosswalk is to increase driver recognition of
the crosswalk.
EFFECTIVENESS:
Higher visibility crosswalks provide more visibility to drivers than traditional crosswalks.
They are also a stronger indicator of the accepted or preferred crossing location for
pedestrians. As with any crosswalk, pedestrians may, however, place too high a level
of reliance on the ability of ~he crosswalk to control driver behavior.
COST:
Higher visibility crosswalks cost $1,000 to $5,000, depending on the design technique.
PARKING IMPACTS:
There are no direct parking impacts associated with installing a higher visibility
crosswalk within an existing crosswalk. However, a minimum of 20-30 feet of curbside
parking may need to be prohibited on each side of the crosswalk to provide increased
visibility of the crosswalk.
TRANSIT SERVICE IMPACTS:
None.
EMERGENCY SERVICE IMPACTS:
None.
NOISE IMPACTS:
Noise impacts are minimal for "zebra" striped crosswalks. Crosswalks designed with
paving blocks or contrasting colored concrete can produce significant amounts of noise,
depending on the design.
OTHER CONSIDERATIONS:
2-49
Installation of higher visibility crosswalks would increase maintenance costs. There are
also traffic control signs and pavement markings associated with crosswalks that are
typically not attractive.
GUIDELINES:
The City Council may consider the installation of higher visibility crosswalks if the
criteria listed below are satisfied.
1. A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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HIGHER VISJB,ILITY CROSSWALKS DIAGRAM
-14-
2-51
ENTRANCE TREATMENTS
DESCRIPTION:
Entrance treatments consist of physical and textural changes to streets and are located
at key entryways into a neighborhood.
PURPOSE:
Entrance treatments create visual, and in some cases audible, cues that tell drivers they
are entering a local residential area or that the surrounding land uses are changing.
The intent is a reduction in speed.
EFFECTIVENESS:
Entrance treatments have minimal influence on a familiar drivers' routine behavior.
Overall speeds and total volumes are not influenced, but it is believed that drivers are
made more aware of the environment in which they are driving and are more
considerate of pedestrians. Unfamiliar drivers may be influenced to avoid the use of a
neighborhood street with an entrance treatment when searching for a through route.
COST:
Entrance treatments cost approximately $5,000 to $10,000.
PARKING IMPACTS:
None.
TRANSIT SERVICE IMPACTS:
None.
EMERGENCY SERVICE IMPACTS:
None.
NOISE IMPACTS:
Textured pavements will introduce some new noise.
OTHER CONSIDERATIONS:
None.
2-52
GUIDELINES:
The City Council may consider the installation of entrance treatments if the criteria listed
below are satisfied.
1. A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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ENTRANCE TREATMENTS DIAGRAM
-17-
2-54
SPEED HUMPS
DESCRIPTION:
Speed humps are pavement undulations installed along a roadway for the purpose of
regulating traffic speed. There is a significant difference between speed humps and
speed bumps, which are devices commonly used in shopping center parking lots. A
speed bump is an abrupt pavement feature, three or four inches high and only one to
three feet in length at the base (measured in the direction of vehicle travel). A speed
hump, on the other hand, is generally 3 inches in height, but much gentler in
configuration, with a length of at least 12 feet at the base. Speed humps properly
designed and placed in appropriate locations control speed without the "jarring" effect of
speed bumps. Each installation should consist of a minimum of three humps, spaced at
300-400 feet apart. Because visibility of the speed humps is very important, they will be
identified with appropriate signs and markings.
PURPOSE:
Speed humps are intended to reduce vehicle speeds and/or divert traffic.
EFFECTIVENESS:
Twelve-foot speed humps may be effective at encouraging 25 mph vehicle speeds
COST:
Speed humps cost approximately $2,000 to $2,500 each. (Minimum $6,000 for a series)
PARKING IMPACTS:
None
TRANSIT SERVICE IMPACTS:
Like other vehicles, buses must cross a speed hump at reduced speeds. Transit
service representatives have an opportunity to review all speed humps that are
proposed.
EMERGENCY SERVICE IMPACTS:
Like other vehicles, emergency response vehicles must cross a speed hump at reduced
speeds. The speed hump design selected for a street takes into consideration whether
it is used as a primary response route. The Fire Department has an opportunity to
review all speed humps that are proposed. An opportunity to comment on proposed
speed humps must be provided to appropriate emergency service agencies and
transportation service agencies. These comments will be considered by the Traffic
Committee and the City Council in their review.
NOISE IMPACTS:
2-55
Speed humps generate some noise. The only mitigation is to consider a hump's
proximity to homes when determining where humps might be located.
OTHER CONSIDERATIONS:
Traffic volumes typically decrease slightly after speed humps are constructed.
Additional signage may be objectionable to residents.
GUIDELINES:
The City Council may consider the installation of speed humps if the criteria listed below
are satisfied.
1. Speed humps will be considered for a particular street section only after
persistent attempts to resolve speeding by all appropriate conventional
methods (posting of a speed trailer, increased enforcement, etc.) have
been exhausted.
2. The street segment on which speed humps are proposed must be at least
1 /4 mile long and must be a residential street as defined by the California
Vehicle Code. The street must include a logical segment for installation of
speed humps (isolated or very short segments along a continuous street,
relatively short cul-de-sacs that are less than 800 feet, and L-intersection
corner areas are generally not appropriate for speed hump installations).
3. The speed limit on the proposed street must be the posted or prima facie
25 miles per hour or less.
4. A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
5. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
6. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
7. The street must have a sustained longitudinal grade of 6% or less.
Exceptions may be allowed for steeper street grades where the steeper
grades prevail over relatively short distances. For instance, grades up to
8% may be acceptable for up to 400 feet and grades up to 10% may be
acceptable for up to 200 feet.
8. The street must have a horizontal and vertical alignment such that there
is adequate sight distance, as determined by the Director of Public
2-56
Works. Example: A proposed speed hump must be visible from a three
and one-half foot height at 150 feet.
9. An opportunity to comment on proposed speed humps must be provided
to appropriate emergency service agencies and transportation service
agencies. These comments will be considered by the Traffic Committee
and the City Council in their review.
2-57
SPEED H:UMP DIAGRAM
2-58
CURB EXTENSIONS OR CHOKERS
DESCRIPTION:
Curb extensions or chokers narrow the street by widening the sidewalk or the
landscaped parking strip.
PURPOSE:
These devices are employed to make pedestrian crossings easier, to narrow the
roadway, and/or to slow traffic.
EFFECTIVENESS:
Curb extensions effectively improve pedestrian safety by reducing the street crossing
distance and improving sight distance. They also influence driver behavior by changing
the appearance of the street.
COST:
Curb extensions costs $7,000 to $10,000.
PARKING IMPACTS:
Parking impacts are minimal. However, each curb extension occupies street area that
might otherwise be available for curbside parking.
TRANSIT SERVICE IMPACTS:
Curb extension do not adversely impact transit service. Curb extensions at transit stops
enhance service by moving the curb so riders step directly between the sidewalk and
bus door.
EMERGENCY SERVICE IMPACTS:
None.
NOISE IMPACTS:
None.
OTHER CONSIDERATIONS:
Where the crowns of the street are steep, curb extensions may actually go "uphill"
because the new curb is higher than the original curb. If poorly designed, this can result
in puddles on the sidewalk.
2-59
GUIDELINES:
The City Council may consider the installation of curb extensions or chokers if the
criteria listed below are satisfied.
1 . A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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CURB EXTENSION (OR CHOKER) DIA.GRAM ·
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2-61
TRAFFIC CIRCLES
DESCRIPTION:
Traffic circles require drivers to slow to a speed that allows them to comfortably
maneuver around them. Traffic circles are three or more road intersections with raised
islands placed at the center of the intersection. They may be landscaped with ground
cover and street trees.
PURPOSE:
The primary purpose of traffic circles is to slow high-speed traffic. An additional benefit
is that they reduce the number of angle and turning-type collisions.
EFFECTIVENESS:
Traffic circles are very effective at lowering speeds in their immediate vicinity. Traffic
circles are most effective when constructed in a series on a local service street.
COST:
Traffic circles cost approximately $5,000 to $10,000 each.
PARKING IMPACTS:
A minimum of 30 feet of curbside parking must be prohibited along the through street at
all four corners of the intersection.
TRANSIT SERVICE IMPACTS:
Buses can maneuver around traffic circles at slow speeds provided vehicles are not
illegally parked near the circles.
EMERGENCY SERVICE IMPACTS:
Fire trucks can maneuver around traffic circles at slow speeds provided vehicles are not
illegally parked near the circles. An opportunity to comment on proposed traffic circles
must be provided to appropriate emergency service agencies and transportation service
agencies. These comments will be considered by the Traffic Committee and the City
Council in their review.
NOISE IMPACTS:
Noise impacts are minimal. There may be some noise related to vehicles decelerating
and accelerating near the circles.
OTHER CONSIDERATIONS:
If well maintained, traffic circles can be very attractive. However, there are also a lot of
traffic control signs and pavement markings associated with circles that are not as
attractive.
2-62
Traffic circles are less effective at T-intersections and very difficult to design for offset
intersections.
2-63
GUIDELINES:
The purpose of these design criteria is to provide, at the lowest cost possible, a traffic
circle that will reduce traffic speeds and accidents while allowing for the movement of
large vehicles through the intersection. These design criteria will also provide the
largest possible traffic circle, and thereby allow maximum landscaping for beautification
(as funding allows), and to visually warn drivers of the obstruction.
There will be cases where these design criteria cannot be totally followed and/or where
one or more curb returns have to be reconstructed. Some of these cases occur where
intersecting streets are of different widths, and/or where one or more of the intersecting
streets are offset or angled. There will also be situations requiring that special attention
be given to landscape and aesthetic considerations. In these cases, engineering
judgment will be used in following the design criteria as closely as possible, with traffic
safety and operation of prime concern.
Design Criteria (refer to the Traffic Circle Diagram for an explanation of terminology):
1. The distance between a traffic circle and the street curb projection (offset
distance) will be determined based upon intersection geometry.
2. The width between a traffic circle and a curb return (opening width) will be
determined based upon intersection geometry.
3. As the offset distance decreases, the opening width shall increase based upon
intersection geometry.
4. The outside 2 feet of the traffic circle will be constructed with a mountable
monolithic cement concrete curb and pavement surface doweled to the existing
pavement.
5. Where landscaping is installed, traffic circles less than 15 feet in diameter will
have one tree centered along with other plantings.
6. Where landscaping is installed, traffic circles greater than or equal to 15 feet in
diameter will have three trees equally spaced and set back 4 feet from the curb
face along with other plantings.
The City Council may consider the installation of traffic circles if the criteria listed below
are satisfied.
1. A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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TRAFFIC CIRCLE DIAGRAM
2-65
ROUNDABOUT
DESCRIPTION:
A roundabout is a modern version of a traffic circle with approach diverter islands. A
circular island is placed in the center of an existing local street intersection. Traffic
approaching the intersection is guided around the circular island. Roundabouts are
generally designed to require approaching traffic to slow down when entering the
intersection, while allowing a relatively easy exit movement for traffic exiting the
intersection.
PURPOSE:
The purpose of a roundabout is to reduce intersection approach speeds and reduce the
potential for angle and turning-type accidents, while maintaining or possibly increasing
the capacity of an intersection.
EFFECTIVENESS:
Roundabouts are very effective at lowering speeds in their immediate vicinity. They are
also very effective at reducing turning-type collisions; however, the potential for
accidents could increase initially until drivers become accustomed to the change.
COST:
Roundabouts cost approximately $30,000 to $70,000 each.
PARKING IMPACTS:
Due to the approach diverter islands associated with a roundabout, 30-50 feet of
curbside parking prohibitions may be required at all four corners of an intersection.
TRANSIT SERVICE IMPACTS:
Buses can maneuver around roundabouts at slow speeds, provided that vehicles are
not illegally parked near the roundabout.
EMERGENCY SERVICE IMPACTS:
Emergency service response times can be reduced by the installation of a roundabout
at an intersection.
NOISE IMPACTS:
Noise impacts are minimal. There may be some noise related to vehicles decelerating
near a roundabout.
OTHER CONSIDERATIONS:
If well maintained, roundabouts can be very attractive. However, there are also a lot of
traffic control signs and pavement markings associated with roundabouts that would
likely be unattractive.
2-66
Roundabouts are very difficult to design at T-intersections, skewed intersections, and
offset intersections.
GUIDELINES:
The City Council may consider the installation of a roundabout if the criteria listed below
are satisfied.
1. A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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,iiH•JOABOUT DlAGRAM
2-68
ONE-WAY STREET{S)
DESCRIPTION:
One or more streets within a neighborhood can be designated as "one-way", thereby
redefining traffic patterns within the neighborhood.
PURPOSE:
The primary purpose of one-way street(s), as a traffic-calming tool, is to prohibit certain
neighborhood cut-through movement.
EFFECTIVENESS:
One-way streets can be very effective at eliminating cut-through traffic in the prohibited
direction of travel. However, a series of one-way streets can actually increase travel
distances to certain residences thereby increasing overall traffic volumes on individual
roadway segments.
COST:
The cost associated with designating certain roadways within a neighborhood as one-
way streets would be in the $15,000 to $25,000 range per street.
PARKING IMPACTS:
None.
TRANSIT SERVICE IMPACTS:
Buses would be required to follow the one-way direction of travel. The length of a bus
route could consequently increase due to the installation of one-way streets.
EMERGENCY SERVICE IMPACTS:
Fire trucks and other emergency vehicles could proceed along a one-way street in the
wrong direction of travel required for an emergency. An opportunity to comment on
proposed one-way streets must be provided to appropriate emergency service agencies
and transportation service agencies. These comments will be considered by the Traffic
Committee and the City Council in their review.
NOISE IMPACTS:
None.
OTHER CONSIDERATIONS:
If a wide residential street is converted to a one-way street, the direction of one-way
travel may not be easily understood by an unfamiliar motorist exiting a residential
driveway along the street. A substantial number of "one-way" signs, corresponding to
the number of driveways along the street, would be required to indicate the proper
direction of travel to unfamiliar motorists. These signs would likely be perceived as very
unattractive. 'Wrong-Way" and "Do Not Enter" signs, located at the end of a one-way
street, would also be aesthetically unpleasing.
2-69
GUIDELINES:
The City Council may consider the installation of one-way streets if the criteria listed
below are satisfied.
1. A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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ONE-WAY STREETS Df:AGRAM
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2-71
MEDIAN BARRIERS
DESCRIPTION:
A median barrier is a concrete curb or island that is located along the centerline of a
street and continues through the street's intersection with a given cross street.
PURPOSE:
Strategically located median barriers reduce traffic volumes on a street. Median
barriers can be designed to prevent left turns from the through street and left turns and
through moves from the cross street. They can also be designed to permit left turns into
the cross street, while prohibiting left and through movements from the cross street.
EFFECTIVENESS:
Median barriers are very effective in reducing volumes.
COST:
Median barriers cost approximately $15,000 to $25,000.
PARKING IMPACTS:
Medians may not significantly impact curbside parking opportunities, but in some cases
parking would be prohibited to accommodate the remaining turning movements or to
make room for a wider median barrier.
TRANSIT SERVICE IMPACTS:
Median barriers would prevent transit service on the cross street that is blocked.
EMERGENCY SERVICE IMPACTS:
The turn restrictions imposed by a median barrier would apply to emergency vehicles as
well and are not typically used when the street being blocked is a primary fire response
route. An opportunity to comment on proposed median barriers must be provided to
appropriate emergency service agencies and transportation service agencies. These
comments will be considered by the Traffic Committee and the City Council in their
review.
NOISE IMPACTS:
None.
OTHER CONSIDERATIONS:
Median barriers apply to all drivers, including local residents. Very special care must be
taken to consider the availability, capacity, and appropriateness of the alternative routes
drivers might use if a semi-diverter is constructed.
Provision should be made to make median barriers passable for pedestrians and
bicyclists.
2-72
GUIDELINES:
The City Council may consider the installation of median barriers if the criteria listed
below are satisfied.
1. A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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2-74
SEMl-DIVERTERS OR HALF CLOSURES
DESCRIPTION:
Semi-diverters or half closures are located at intersections and limit access to a street
by blocking the "receiving" lane of the street. They prevent drivers from entering certain
legs of an intersection.
PURPOSE:
Strategically located semi-diverters can effectively reduce traffic volumes on a street.
EFFECTIVENESS:
Semi-diverters are very effective in reducing volumes.
COST:
Semi-diverters cost approximately $7,000 to 15,000.
PARKING IMPACTS:
Semi-diverters do not significantly impact curbside parking opportunities.
TRANSIT SERVICE IMPACTS:
Semi-diverters are typically. only considered on non-transit streets.
EMERGENCY SERVICE IMPACTS:
Semi-diverters allow a higher degree of emergency vehicle access than cul-de-sacs or
diagonal diverters. Semi-diverters can be designed to allow emergency vehicle access,
but careful consideration needs to be given to their use on primary fire response routes.
An opportunity to comment on proposed semi-diverters or half closures must be
provided to appropriate emergency service agencies and transportation service
agencies. These comments will be considered by the Traffic Committee and the City
Council in their review.
NOISE IMPACTS:
None.
OTHER CONSIDERATIONS:
Semi-diverters apply to all drivers, including local residents. Very special care must be
taken to consider the availability, capacity, and appropriateness of the alternative routes
drivers might use if a semi-diverter is constructed.
2-75
GUIDELINES:
The City Council may consider the installation of semi-diverters or half closures if the
criteria listed below are satisfied.
1. A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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SEMl-DIVERTERS OR HALF CLOSURES DlAGRAM
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2-77
DIAGONAL DIVERTERS
DESCRIPTION:
Diagonal diverters place a barrier diagonally across an intersection, disconnecting the
legs of the intersection.
PURPOSE:
Strategically located diagonal diverters reduce traffic volumes on a street. Diagonal
diverters prevent all through moves at an intersection.
EFFECTIVENESS:
Diagonal diverters are very effective in reducing volumes.
COST:
Diagonal diverters cost approximately $10,000 to 30,000.
PARKING IMPACTS:
None.
TRANSIT SERVICE IMPACTS:
Diagonal diverters should not be considered on transit streets.
EMERGENCY SERVICE IMPACTS:
Generally, the turn restrictions imposed by a diagonal diverter would apply to
emergency vehicles as well and are typically not used on primary fire response routes.
However, diagonal diverters can be designed and installed to provide for emergency
vehicle access.
NOISE IMPACTS:
None.
OTHER CONSIDERATIONS:
Diagonal diverters apply to all drivers, including local residents. Very special care must
be taken to consider the availability, capacity, and appropriateness of the alternative
routes drivers might use if a diagonal diverter is constructed.
Provision should be made to make diagonal diverters passable for pedestrians and
bicyclists.
2-78
GUIDELINES:
The City Council may consider the installation of diagonal diverters if the criteria listed
below are satisfied.
1. A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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DIAGONAL DIVERTERS DIAGRAM
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2-80
CUL-DE-SAC OR STREET CLOSURE
DESCRIPTION:
Cul-de-sacs are created by either closing a street at an intersection or at a mid-block
location. Pedestrian access is provided across a landscaped island. The closure must
be located away from driveways.
PURPOSE:
The purpose of a cul-de-sac is to eliminate through traffic and/or reduce speeding on
long uninterrupted sections of roadway.
EFFECTIVENESS:
Cul-de-sacs are very effective at reducing traffic volumes on the cul-de-sac roadway;
however, diverted traffic can increase traffic volumes on adjacent roadways.
COST:
Installing cul-de-sacs on a roadway could cost approximately $10,000 to $30,000.
PARKING IMPACTS:
Up to 150 feet of curbside parking must be prohibited at the location where cul-de-
sac(s) are being installed.
TRANSIT SERVICE IMPACTS:
Cul-de-sacs can block transit service routes, necessitating the rerouting of transit
services.
EMERGENCY SERVICE IMPACTS:
Cul-de-sacs can negatively affect response times for emergency services, particularly if
they are installed on primary emergency service access routes. The landscaped island
that forms the cul-de-sac can be designed as a traversable island for emergency
purposes. An opportunity to comment on a proposed cul-de-sac or street closure must
be provided to appropriate emergency service agencies and transportation service
agencies. These comments will be considered by the Traffic Committee and the City
Council in their review.
NOISE IMPACTS:
Noise impacts are minimal. In fact, there may be a reduction in noise levels due to
decreased traffic volume at the cul-de-sac location.
OTHER CONSIDERATIONS:
In large neighborhoods, installing a cul-de-sac on a roadway could shift a problem
elsewhere, unless a strategic pattern of neighborhood traffic-calming tools are used.
2-81
Cul-de-sacs can also generate confusion on the part of users searching for an address
along a street. This can be resolved by renaming a portion of the street on one side of
the cul-de-sac. Provisions should be made to make the cul-de-sac(s) passable for
pedestrians and bicycles.
2-82
GUIDELINES:
The City Council may consider the installation of a cul-de-sac or street closure if the
criteria listed below are satisfied.
1 . A speed survey must demonstrate that at least 67 percent of the
motorists exceed the 25-mile per hour speed limit.
2. The street must have no more than two traffic lanes; one traffic lane in
each direction for two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 1,500 vehicles per 24-
hour period or 150 vehicles per hour, total in both directions on an
average weekday.
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E·SAC OR STREET CLOSURE DIAGRAM
2-84
TRAFFIC CALMING SIGNS
DESCRIPTION:
Traffic Calming Signs are generally signs with friendly messages to motorist reminding
them they are entering a residential neighborhood. The signs are posted at entrances
to neighborhoods and designed in such a way as to attract motorist attention while not
appearing to be a regulatory or warning sign. Signs are rotated periodically to help
keep the message fresh and continue to attract the attention of drivers familiar with the
neighborhood.
PURPOSE:
Traffic Calming Signs are intended to increase public awareness and support other
neighborhood efforts to reduce traffic speeds and encourage safe driving practices.
EFFECTIVENESS:
Traffic Calming Signs are likely to have minimal influence on the majority of drivers. No
specific tests or studies have been conducted to determine the effectiveness of the
program to date. Elements of the program are intended to help maintain the long-term
effect of the signs.
COST:
Each sign installation is expected to cost approximately $200-$300 in materials and
labor for the initial installation. Long-term costs of the program are dependent on the
total number of signs in' the City, period of rotation and staff time to coordinate the
rotation of the signs.
PARKING IMPACTS:
None.
TRANSIT SERVICE IMPACTS:
None.
EMERGENCY SERVICE IMPACTS:
None.
NOISE IMPACTS:
2-85
None.
OTHER CONSIDERATIONS:
None.
GUIDELINES:
The Traffic Committee may consider the installation of Traffic Calming Signs if the
criteria listed below are satisfied.
1. A petition submitted requesting the installation of Traffic Calming Signs
representing a majority of households in the neighborhood.
or
A request submitted by a duly authorized representative of a Homeowners
Association representing the majority of homeowners in the neighborhood.
2. The street on which the sign is to be installed shall be an entrance to the
neighborhood and shall have no more than two traffic lanes; one traffic lane
in each direction for' two-way streets or one traffic lane for one-way streets.
3. The average traffic volume must be greater than 500 vehicles per 24-hour period
or 50 vehicles per hour, total in both directions, on an average weekday.
The process for obtaining traffic calming signs will be an exception to the standard
process for other traffic calming measures. Elements of the standard process, which
will be excluded from the process for considering traffic calming signs, are:
Step 4 -Traffic Committee Meeting with the Neighborhood
Step 8 -Consideration by the Neighborhood
Step 9 -Consideration by City Council
Step 10 -Plans Prepared and Publicly Reviewed
Step 12 -Follow-up
In addition, step 6 -Engineering Analysis, will be limited to the review of potential
installation locations and preparing schematic installation plans.
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PALOS VERDES SIGNS
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I , Appendix
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I I )... c i...f' y.... l S OoL
toRANDUM
I TO:
IFROM: DIRECTOR OF PUBLIC WORKS
DATE:
le.n:cr:
-· / ;t
MAY 19, 1998 --£/% i/y.? ;2dia ,:0~
CITYWIDE TRAFFIC CALMING PROGRAM ;,Oiat~ '.'"""\ . Ci\l' Cleric /·<-f•~Li I Staff Coordinator: Dean e. Allison, Senior Engineer ~ _......-/ ~
RECOMMENDATION
I Adopt the Citywide Traffic Calming Program with revised language regarding the
petition process.
BACKGROUND I At the April 21, 1998 Council Meeting a proposed Citywide Traffic Calming program
I was presented. Based on Council comments staff has revised the program regarding
the two petition process.
I ANAi VSIS
The two primary items of discussion at the Council meeting were 1) The traffic volume
required for a street to be considered for traffic calming, and 2) The details of the two I petition process. specificalfy the circulation area for the two petitions.
Traffic Volumes for Candidate Streets
I Traffic calming techniques will be considered on those streets that meet a minimum
traffic volume. Council expressed a concern that a street should be able to qualify for
traffic calming if it met a threshold volume for either a peak hour, or over a 24 hour I period. The thought was that some roadways in the vicinity of a school may be good
candidates for traffic calming.
I The program includes a requirement that to qualify for traffic calming a roadway must
have a minimum average daily traffic volume of 1500, or 150 vehicles during the peek I hour.
Petition Pmcess
I The installation of any traffic calming measure is proposed to be a two-petition process,
one submitted prior to the preparation of an engineering study, and the second·· ...
submitted prior to construction. At the April 21. 1998 meeting discussion of Council, as
I well as public testimony focussed on the circulation area of the second petition.
Specifically, should just property owners on the street where the traffic control device is
I proposed be included in the area of circulation of the petition or should property owners
in any area that could be impacted be included in the circulation area.
I Ci> oir
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litywide Traffic Calming Program
May 19, 1998
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.eased on comments from the Council, the revised program includes the following
ltwo-step petition process:
I Step One ·
Before an engineering study is prepared, a petition. signed by sixty percent of the
residents on the roadway segment on which the traffic calming measure is proposed,
1must be submitted by the neighborhood making the request.
Step Two
I Once the study is complete a second petition, signed by sixty percent of the properly
owners on the roadway segment on which the traffic calming measure is proposed,
must be submitted by the neighborhood making the request.
llmpacted residents in the surrounding area will be notified prior to any Traffic
I Committee or Council Meeting at which the installation of any traffic calming measure is
discussed. The area of notification will be determined by staff. and will include all those
property owners and residents on roadways which may receive additional traffic as a
lresult of the proposed traffic ~aiming measure.
Staff is working with the residents in the Upper Basswood Homeowners' Association on
l a traffic calming pilot project. Presently the Association is circulating the first petition
requested an engineering study. ·
I CONCLUSION
The recommended action will approve a Citywide Traffic Calming program. The
program establishes a procedure by which traffic related requests from neighborhoods
1are reviewed.
FISCAL IMPACT
IThe recommended action will likely result in an increase in expenditures for Traffic
Engineering Services as well as for the construction of any recommended traffic
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calming measure. The increase in Traffic Engineering expenses will be slight. The
increase in expenses to implement any traffic calming measure varies. and would be
approved by the City Council prior to initiating the design. ·
I Respectfully submitted, Reviewed,
·~ Iles Evans
Director of Public Works
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I N:IGROUPIPMDEAN\DATA\~C\CALMC2.STF
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I Paul D. Bussey
. City Manager
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ATTACHMENT B:
LISTING OF LOCATIONS FOR SPEED HUMP REQUESTS RECEIVED
SINCE 2010
• Abbottswood Drive
• Ambergate Drive
• A venida Classica
• Bernice Drive (near Crestwood Elementary School)
• Chandeleur Drive
• "The Courtyards" -Vista Tierra and Vista Madera (these are private streets with existing
speed bumps, but they have reported a speeding problem and would like to replace their
existing speed bumps with speed humps)
• Crest Road (west of Hawthorne Boulevard)
• Eau Claire Drive
• Fond du Lac Road
• Forrestal Drive (upper access road north of the yellow gate)
• Ganado Drive
• General Street (near Crestwood Elementary School)
• Hazelridge Drive
• J aybrook Drive
• Locklenna Lane
• Oceanaire Drive
• Verde Ridge Road
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