City of Burbank
December 2023
Rancho Providencia
Neighborhood
Protection Plan –
2023 Update
ATTACHMENT 2 - 1
Rancho Providencia
Neighborhood Protection Plan
December 2023
Chapter 1 ............................................................................................................ 1 Introduction .............................................................................................. 1 Chapter 2 ............................................................................................................ 4 Initial Data Collection (Winter 2022) ......................................................... 4 Traffic Vehicle Counts ........................................................................... 4 Vehicle Speed Data .............................................................................. 8 Cut-Through Traffic Patterns .............................................................. 12 Parking Demand Data ........................................................................ 15 Chapter 3 .......................................................................................................... 25 Phase 1 Measures and Intermediate Data Collection
(Summer-Fall 2022) ................................................................................. 25 Initial Control Measures ..................................................................... 25 Initial Opening Operations ................................................................. 26 Early Opening................................ ................................ .................... 26 3 – 4 Weeks After Opening ................................ ............................... 28 Phase 1 Measures .............................................................................. 28 Intermediate Data Collection ............................................................. 32 6 Months After Opening: Intermediate Data Collection .................... 32 Traffic Volume Counts ................................ ................................ . 32 Vehicle Speed Data ................................ ................................ ...... 36 Parking Demand Data ................................ ................................ .. 39 Chapter 4 .......................................................................................................... 40 Community Outreach Efforts................................................................... 40 Virtual Webinar.................................................................................. 40 Orchard Drive and Reese Place Survey ............................................... 40 Public Notices ..................................................................................... 41 Public Comment Intake ...................................................................... 41 Chapter 5 .......................................................................................................... 43 Phase 2 Data Collection (January 2023) ................................................... 43 Traffic Vehicle Counts ......................................................................... 43 Vehicle Speed Data ............................................................................ 47 Cut-Through Traffic Patterns .............................................................. 50 Parking Demand Data ........................................................................ 53
CONTENTS
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Rancho Providencia
Neighborhood Protection Plan
December 2023
Chapter 6 .......................................................................................................... 54 Data Comparison (2022 – Intermediate – 2023) ...................................... 54 Traffic Vehicle Counts ......................................................................... 54 Vehicle Speed Data ............................................................................ 57 Cut-through Traffic Patterns ............................................................... 59 Chapter 7 .......................................................................................................... 60 2023 Rancho Providencia Neighborhood Protection Plan Update ........... 60 Next Steps for Phase 1 Measures ........................................................ 60 Recommendation 1: Maintain Speed Humps on Reese Place ........... 60 Recommendation 2: Maintain Permit Parking Program on
Reese Place and Orchard Drive ................................ ......................... 60 Recommendation 3: Maintain Orchard Street
Temporary Closure for One Additional Year ................................ ..... 61 Additional Recommended Improvements ........................................... 61 Recommendation 4: Recommend Speed Locations ........................... 61 Recommendation 5: No Additional Street Closures ........................... 68 ATTACHMENT 2 - 3
Rancho Providencia
Neighborhood Protection Plan
December 2023
Tables
1 24-hour Directional Traffic Counts, January 2022 ...................................... 6 2 85th Percentile Traffic Speed Data, January 2022 .................................... 10 3 Cut-Through Traffic Patterns, January 2022 ............................................ 14 4 Peak Hour Cut-Through Pattern, January 2022 ....................................... 15 5 Parking Demand Data Weekday, January 2022 ....................................... 16 6 Parking Demand Data Weekend, January 2022 ....................................... 19 7 High Parking Demand Street Segments, January 2022 ............................ 23 8 24 -hour Directional Traffic Counts, Intermediate 2022 ........................... 34 9 85 th Percentile Traffic Speed Data, Intermediate 2022 ............................ 37 10 24-hour Directional Traffic Counts, January 2023 ................................... 44 11 85th Percentile Traffic Speed Data, January 2023 .................................... 48 12 Peak Hour Cut-Through Traffic Patterns, January 2023 ........................... 50 13 Cut-Through Pattern, January 2023 ........................................................ 52 14 24-hour Directional Traffic Counts Comparison ...................................... 56 15 85th Percentile Traffic Speed Data Comparison ....................................... 58 16 Peak Cut-through Pattern Comparison 2022 to 2023 .............................. 59 Summary Tables
S-1 Summary of 24 -hour Directional Traffic Counts, January 2022 ............... 4 S-2 Summary of 85th Percentile Traffic Speed Data, January 2022 ................ 9 S-3 High Parking Demand Street Segments, January 2022 ......................... 22 S-4 24 -hour Directional Traffic Counts, Intermediate Data 2022 ................ 32 S-5 Summary of 85th Percentile Traffic Speed Data,
Intermediate Data 2022 ...................................................................... 36 S-6 High Parking Demand Street Segments, Intermediate Data 2022 ......... 39 S-7 Summary of 24 -hour Directional Traffic Counts, January 2023 ............. 44 S-8 Summary of 85 th Percential Traffic Speed Data, January 2023 .............. 47 ATTACHMENT 2 - 4
Rancho Providencia
Neighborhood Protection Plan
December 2023
S-9 High Parking Demand Street Segments, May 2023 .............................. 53 S-10 24-hour Directional Traffic Counts, Comparison 2022-2023 ................. 59 S-11 Recommendations for the Installation of Speed Humps ...................... 68 Exhibits
A Existing Traffic Controls (2022) ................................................................. 3 B 3 Days Average Daily Traffic Volume, January 2022 .................................. 7 C 3 Days Average 85th Percentile Speed, January 2022 ............................... 11 D Cut-through Traffic Patterns, January 2022 ............................................ 13 E High Parking Demand Street Segments, January 2022 ............................ 24 F Temporary Closure Plan .......................................................................... 31 G 5 Days Average Daily Traffic Volume, Intermediate Data 2022 ................ 35 H 5 Days Average 85th Percentile Speed, Intermediate Data 2022 .............. 38 I 3 Days Average Daily Traffic Volume, January 2023 ................................ 46 J 3 Days Average 85th Percentile Speed, January 2023 .............................. 49 K Cut-through Traffic Patterns, January 2023 ............................................ 51 Appendices
A Average Daily Traffic and Speeds, January 2022
B License Plate Entering/Exiting Data, January 2022
C Parking Demand Data, January 2022
D Turning Movement Counts, January 2022
E Community Outreach Meeting Materials
F Average Daily Traffic and Speeds, Intermediate 2022 G Average Daily Traffic and Speeds, January 2023
H License Plate Entry/Exit Data, January 2023
I City of Burbank Speed Hump Policy
ATTACHMENT 2 - 5
1 Rancho Providencia
Neighborhood Protection Plan
December 2023
Introduction
This Study presents an update to the Rancho Providencia Neighborhood Protection Plan. The Rancho Providencia Neighborhood is bounded by Buena Vista Street, Olive Avenue, Victory Boulevard, Main Street, and Alameda Avenue. This area includes approximately 800 homes , Dolores Huerta Middle School, Saint Finbar Parish School and numerous other businesses.
There are 15 north-south streets generally bisected by Oak Street. The Burbank2035 General Plan classifies all the streets within the neighborhood as Local Streets except for Oak Street, Verdugo Avenue, and Keystone Street, which are classified as Neighborhood Collector Streets.
The streets that serve as a boundary for the Plan area are all Major Arterial Streets except for Buena Vista Street which is a Secondary Arterial Stre et and Main Street , which is a Neighborhood Collector Street (Complete Streets Plan, Figure 2-37).
The Rancho Providencia Neighborhood Protection Plan was first adopted in August 1998 and updated in October 2001. The 1998 Neighborhood Protection Plan implemented improvements in various areas including the installation of gateway median islands, intersection reconfigurations, new street trees, crosswalk treatments, and preferential parking zones. The October 2001 update included an evaluation of the effectiveness of initial measures implemented in May 2000 (median and crosswalk treatments on Alameda Avenue) , and the second phase of measures (completion of treatments at the remaining Alameda Avenue intersections and treatments along Olive Avenue) was completed in October 2000. Overall, the traffic count data collected in the Rancho Providencia Neighborhood identified a decrease in traffic volumes between August 1998 and October 2001 on a majority of streets.
CHAPTER 1
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Neighborhood Protection Plan
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The treatments implemented in 2000 are identified in Exhibit A . The traffic controls in the neighborhoods are also identified in this exhibit.
Looking north at Orchard Dr
and Alameda Av
Landscaped median island
Looking south at Lincoln St
and Olive Av
Crosswalk treatment
Source: Google Maps, July 2022
Source: Google Maps, June 2022
ATTACHMENT 2 - 7
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Neighborhood Protection Plan
December 2023
EXHIBIT A – Existing Traffic Controls (January 2022)
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Neighborhood Protection Plan
December 2023
Initial Data Collection (Winter 2022)
The existing traffic conditions of the Rancho Providencia Neighborhood w ere determined by collecting average daily traffic (ADT), traffic speeds, license plate origin/destination and parking demand data over a 3 -day period. The data was collected in January 2022 as the baseline measurement for future assessment of possible traffic calming measures. This section outlines the data and initial findings for the neighborhood.
Appendix A provides the raw data for ADT and traffic speeds. Appendix B provides the raw data for the license plate survey. Appendix C provides the raw data for parking demand.
Traffic Vehicle Counts
Table 1 presents the January 2022 directional 24 -hour traffic counts and the total of the average traffic for both directions. Exhibit B graphically identifies streets with an acceptable volume of traffic for Neighborhood Streets (1,000 ADT is considered “little traffic”)1 and those that have the highest traffic volumes. The highest average traffic counts on the Local and Neighborhood Collector streets are listed on Table S-1. 1 Ben-Joseph, “Residential Street Standards & Neighborhood Traffic Control: A Survey of Cities' Practices and Public Officials' Attitudes,” (1995) https://nacto.org/docs/usdg/residential_street_standards_benjoseph.pdf CHAPTER 2
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Neighborhood Protection Plan
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Table S-1
Summary of 24-hour Directional Traffic Counts
January 2022
SEGMENT
#
CLASSIFI-
CATION STREET SEGMENT
AVERAGE
DAILY
TRAFFIC
(vehicles)
14 Local Sparks Street Oak St to Alameda Av 1,017
15 Local Sparks Street Olive Av to Oak St 1,178
20 Local Mariposa
Street Oak St to Alameda Av 1,466
21 Local Mariposa
Street Verdugo Av to Oak St 1,062
26 Neighborhood
Collector Oak Street Beachwood Dr to
Mariposa St 1,380
27 Neighborhood
Collector Oak Street Mariposa St to Main St 1,498
Turning movement counts were gathered at all signalized intersections surrounding the Rancho Providencia Neighborhood. Turning movement counts were also gathered at Olive Avenue/Orchard Drive and Olive Avenue/Reese Place. This data was gathered on 3 weekdays in January 2022. Appendix D provides the summary turning movement counts at all locations.
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Neighborhood Protection Plan
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Table 1
24-hour Directional Traffic Counts
January 2022
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Neighborhood Protection Plan
December 2023
EXHIBIT B – Average Daily Traffic (ADT) January 2022
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Neighborhood Protection Plan
December 2023
Vehicle Speed Data
Table 2 presents the directional 85th percentile speeds on streets within the study area and the combined 3 days of the 85th percentile speed of both directions. All the streets within the Neighborhood have a posted or prima facie speed limit of 25 miles per hour (mph). Verdugo Avenue and Olive Avenue have posted speed limit s of 35 mph. The boundary streets of the Neighborhood also have posted speed limits of 35 mph. Exhibit C graphically illustrates the combined 85th percentile speeds. Exhibit C identifies 12 street segments experiencing 85th percentile speeds that are 5 miles per hour or more over the speed limit. It is the industry standard that vehicle speeds 5 miles per hour over the speed limit (posted or prima facie) on local streets is acceptable. Any local street with a 25 mph speed limit that experiences speeds above 5 miles per hour is considered to have speeding issues, as noted in the City of Burbank Speed Hump Policy .2 The boundary streets of the Neighborhood are not included in this analysis since they are Major Arterial Streets , Secondary Arterial Streets or Neighborhood Collector Streets with 35 mph speed limits (except for the school zone speed limits on Olive Avenue near St. Finbar Parish School and on Main Street between Alameda Avenue and Oak Street). Table S-2 identifies Local street segments experienc ing speeds of 5 miles per hour (mph) or more over the 25-mph speed limit.
2 City of Burbank Speed Hump Policy:
https://www.burbankca.gov/documents/174714/1212192/Adopted+Speed+Hump+Criteria.pdf/f87911fb -dc57-f216- 35c7-7950886e1c4f?t=1653496470050
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Neighborhood Protection Plan
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Table S-2
Summary of 85th Percentile Traffic Speed Data
January 2022
SEGMENT
#
CLASSIFI-
CATION STREET SEGMENT 85th %
SPEED
1 Local Edison Road Alameda Av to Buena
Vista St 30 mph
3 Local Lincoln Street Oak St to Alameda Av 31 mph
4 Local Myers Street Oak St to Alameda Av 32 mph
6 Local Lamer Street Oak St to Alameda Av 34 mph
7 Local Lamer Street Olive Av to Oak St 30 mph
12 Local Reese Place Oak St to Alameda Av 30 mph
13 Local Reese Place Olive Av to Oak St 33 mph
14 Local Sparks Street Olive Av to Oak St 33 mph
15 Local Sparks Street Oak St to Alameda Av 34 mph
16 Local Beachwood Drive Oak St to Alameda Av 32 mph
19 Local Griffith Park Drive Verdugo Av to Oak St 30 mph 20 Local Mariposa Street Oak St to Alameda Av 30 mph
21 Local Mariposa Street Verdugo Av to Oak St 32 mph
22 Local Virginia Avenue Verdugo Av to Oak St 31 mph
23 Local Lomita Avenue Verdugo Av to Oak St 30 mph
24 Local Glenwood Place Verdugo Av to Oak St 31 mph
mph = miles per hour
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Neighborhood Protection Plan
December 2023
Table 2
85th Percentile Traffic Speed Data
January 2022
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Neighborhood Protection Plan
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EXHIBIT C – 85 Percentile speeds Map January 2022
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Cut-through Traffic Patterns
A license plate survey methodology was used to determine the cut-through traffic occurring in the neighborhood. The data were collected by stationing experienced staff at 12 entry/exit points to the neighborhood for 3 periods (7:00 – 9:00 AM, 11:00 AM – 1:00 PM, and 4:00 – 6:00 PM) on Tuesday, January 18, 2022. Partial license plate digits (last 3) were gathered and compared for entering and exiting vehicles at the 12 entry/exit points. Vehicles that entered the neighborhood and exited the neighborhood in less than 5 minutes were considered as cut - through traffic. These entry/exit points and corresponding estimated cut -through traffic during the 6 hours studied are depicted in Exhibit D. Table 3 presents a matrix identifying the pattern and number of vehicles from an entry point to an exit point.
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Neighborhood Protection Plan
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EXHIBIT D – Cut-thru traffic Map January 2022
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Table 3
Cut-through Traffic Patterns (# of vehicles in pattern) January 2022
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Neighborhood Protection Plan
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The cut -through data indicate that Keystone Street between Olive Avenue (Node #1) and Alameda Avenue (Node #8) , and vice versa, carries the most cut -through traffic during the three peak periods studied. Keystone Street is a Neighborhood Collector, and it has signalized crossings at Alameda Avenue, Olive Avenue, and other arterial streets o utside of the neighborhood. Table 4 summarizes this pattern.
Table 4
Peak Hour Cut-through Pattern (# of vehicles)
January 2022
STREET PATTERN 7:00 to
9:00 AM
11:00 AM
to 1:00
PM
4:00 to
6:00 PM
Keystone St
Olive Av to
Alameda Av 18 8 13
Alameda Av to
Olive Av 17 27 10
Parking Demand Data
Parking demand data were collected for the Rancho Providencia Neighborhood on Parish Street, Orchard Drive, and Reese Place from Olive Avenue to Oak Street. These three streets were considered the most likely to have impacted parking due to the impending opening of the Raising Cane’s restaurant. Each block was separated at approximately the center of the street segment. For consistency, morning (7:00 – 9:00 AM), mid -day (11:00 AM – 1:00 PM), and evening (4:00 – 6:00 PM) data collection periods were used. Data were collected on a weekday, Thursday, March 3, 2022, and on a weekend, Sunday, March 6, 2022. Tables 5 and 6 provide the parking demand data for a weekday and weekend.
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Neighborhood Protection Plan
December 2023
Table 5
Parking Demand Data (Weekday
Morning) March 2022
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17 Rancho Providencia
Neighborhood Protection Plan
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Table 5 Continued
Parking Demand Data (Weekday Mid-Day)
March 2022
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18 Rancho Providencia
Neighborhood Protection Plan
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Table 5 Continued
Parking Demand Data (Weekday Evening)
March 2022
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Neighborhood Protection Plan
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Table 6
Parking Demand Data (Weekend Morning)
March 2022
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Neighborhood Protection Plan
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Table 6 Continued
Parking Demand Data (Weekend Mid-Day)
March 2022
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Neighborhood Protection Plan
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Table 6 Continued
Parking Demand Data (Weekend Evening)
March 2022
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Neighborhood Protection Plan
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The threshold for high parking demand was set at 75 percent and indicated that 7 street segments reached or exceeded this demand on the weekday and/or weekend during at least one of the peak periods observed. These high parking demand segments are summarized i n Table 7 and Exhibit E.
The 7 street segments identified as having high parking demand are found in Table S-3.
Table S-3
High Parking Demand Street Segments
March 2022
SEGMENT # STREET
SIDE
OF
SREET
PARKING
RESTRICTIONS SEGMENT
11 (North) Orchard Drive East No Parking Monday
8 am - 10 am
220 Orchard Dr
to Olive Av
11 (North) Orchard Drive West No Parking Friday
8 am - 10 am
Olive Av to 213
Orchard Dr
11 (South) Orchard Drive East No Parking Monday
8 am - 10 am
Oak St to 220
Orchard Dr
13 (North) Reese Place East No Parking Friday
8 am - 10 am
118 Reese Pl
to Olive Av
13 (North) Reese Place West
No Parking Monday
8 am - 10 am
2 Hr Parking 8 am - 6
pm, Mon - Fri Except
by Permit
Olive Av to 213
Reese Pl
9 (North) Parish Place West
2 spaces s/o Olive Av.
No Parking Monday 8
am-10 am
Olive Av to 135
Parish Pl
9 (North) Parish Place West 20 min Loading Zone
8 am - 6 pm
Olive Av to 135
Parish Pl
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Table 7
High Parking Demand Segments
March 2022
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Neighborhood Protection Plan
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EXHIBIT E – Map of High parking demand segments
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Neighborhood Protection Plan
December 2023
Phase 1 Measures and Intermediate Data Collection
(Summer-Fall 2022)
During the development of the Rancho Providencia Neighborhood Protection Plan, a Raising Cane’s restaurant opened on the southeast corner of Orchard Drive and Olive Avenue. As a result, initial traffic calming measures directly around the Raising Cane’s restaurant were addressed as Phase 1 of the overall Plan update to study the effect of such measures and determine whether they should be incorporated or modified within the final Plan update effort.
Initial Control Measures
Ahead of the June 7, 2022, opening date, the Community Development Department, Public Works Department, Burbank Police Department (BPD), and restaurant management collaborated to develop a temporary traffic control plan to address high numbers of customers expected to frequent the new restaurant. The initial plan included:
• Positioning BPD Officers at the intersections on Olive Avenue to keep them clear, control traffic, monitor safety, and maintain the order of the drive-through line. The cost of traffic enforcement was paid for by Raising Cane’s;
• Installing parking restrictions along the south side of Olive Avenue eastbound parking lane to ensure an orderly drive-through queue;
• Implementing turn restrictions and signage to ensure the safe and orderly movement of traffic and reduce impacts to the local streets;
• Performing consistent monitoring and communication by City Staff and Raising Cane’s personnel; and
• Placing a periodic short-term closure on Orchard Drive during the opening weeks.
In addition to City -implemented measures, Staff worked directly with Raising C ane’s on the restaurant’s implementation of additional measures, including:
• Deploying private security officers to manage on -site restaurant traffic circulation and discourage vehicle queuing in public streets outside of the designated Olive Avenue queuing area;
• Providing signage at adjacent driveways and intersections encouraging vehicles to keep space clear for vehicle entry and exit;
CHAPTER 3
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• Working with local businesses and Burbank Unified School District to secure off -site parking spaces for Raising Cane’s employees in lots with excess off-street parking; • Providing financial assistance, property improvements, and security presence for adjacent businesses;
• Closing at 10:00 p.m.; and
• Eliminating the use of the drive-through speaker and outdoor amplified music.
Initial Opening Operations
Early Opening
The grand opening impacted travel on Olive Avenue, Orchard Drive, and other neighboring streets intermittently. Field observations and video surveillance were conducted during the initial opening period of the restaurant.
Traffic queues on Olive Avenue extended back to Lamer Street at peak restaurant times. This impeded access to Lamer Street, Parish Street and Orchard Drive.
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Neighborhood Protection Plan
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During the initial opening, BPD directed traffic at Orchard Drive to keep access open for residents and control traffic entering and exiting the Raising Cane’s driveway on Olive Avenue.
No access was permitted from the Orchard Drive driveway. All customers (drive through, pick- up, and eat-in) were directed to enter and exit the site from the Olive Avenue driveway.
Residential parking on Orchard Drive and Reese Place and private parking lots nearby were impacted by restaurant customers. In addition, the temporary removal of the Olive Avenue on- street parking impacted customer parking for several commercial businesses immediately west ATTACHMENT 2 - 32
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Neighborhood Protection Plan
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of the restaurant. Many restaurant patrons parked on the residential side streets and walked to the restaurant.
3 – 4 Weeks After Opening
Approximately one month after the restaurant opening, two elements of the traffic control plan were removed:
i. The commercial/business permit parking restriction along the south side of Olive Avenue from South Orchard Drive to South Parish Place expired and was not renewed, and;
ii. Active BPD traffic management was discontinued.
The other elements of the traffic con trol plan continued to be used to manage traffic and congestion. In addition, while not providing traffic control, BPD began deploying strict enforcement of moving violations in the area surrounding Raising Cane’s, notably drivers who queued in a travel lane. The private security guards hired by Raising Cane’s began excluding drivers from entering the site when the drive-through queues extended into City streets.
Phase 1 Measures
Following approval by the City Council on August 23, 2022, and informed by data collection in July and August ( detailed in Intermediate Data Collection section below), the following measures were installed:
i. Permit-only preferential parking was installed on South Orchard Drive and on South Reese Place between Olive Avenue and Oak Street. Staff began distributing parking permits to residents on Orchard Drive and Reese Place on September 26, 2022, and allowed time for all residents to apply and receive their permits before beginning enforcement on October 17, 2022.
ii. City Staff installed speed humps on South Reese Place between Olive Avenue and Oak Street on September 21, 2022.
iii. A temporary closure on South Orchard Drive south of Olive Avenue was established on September 23, 2022.
The City procured a consultant to develop the temporary closure measures; worked with the Burbank Police Department, Burbank Fire Department, and Departm ent of Public Works to ensure compliance and address any concerns; and engaged the neighboring community in the process. The temporary closure served the purpose of blocking the drive-through queue from ATTACHMENT 2 - 33
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forming into the residential neighborhood. It also en abled drive-through guests to exclusively use the entrance on Orchard Drive, allowing Raising Cane’s to double the queue capacity of the restaurant on-site and reduce the likelihood of backups onto Olive Avenue. Walk-up/Pick- up guests were allowed to acces s the restaurant from Olive Avenue. Exhibit F provides the temporary closure plans implemented on Orchard Drive south of Olive Avenue.
The initial grand opening traffic volumes subsided from Summer 2022 to Fall 2022, and the traffic calming measures introduced new means to limit the effects of restaurant traffic on the surrounding neighborhood. Raising Cane’s traffic settled into a pattern of intermittent queuing during peak hours (12:00 – 2:00 pm, 7:00 – 9:00 pm), but the vehicle queue rarely reached Olive Avenue after the installation of the traffic calming measures. Raising Cane’s security guards continued to direct guests accessing the restaurant (drive-through on Orchard Drive and walk-up on Olive Avenue). Traffic volumes have decreased from the opening period, and speeds on Reese Place have decreased since the installation of speed humps.
While these temporary closure measures limited some of the effects of the restaurant’s operations, some issues persisted. Although implementation of parking permits reduced the ATTACHMENT 2 - 34
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number of restaurant patrons parking in the neighborhood and walking to the restaurant, some patrons continued to do so, ofte n leading to ancillary issues like idling and littering. Before Raising Cane’s opened, several businesses along Olive Avenue relied upon side streets for overflow patron and employee parking. Now, parking for those businesses is limited to street parking near Orchard Drive or utilization of a set number of parking permits distributed by the City. While that number of permits is dictated by the Burbank Municipal Code, several businesses have expressed concern that the number of permits distributed does not s atisfy their needs.
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EXHIBIT F – Temporary Closure Plan
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Intermediate Data Collection
6 Months After Opening: Intermediate Data Collection
To determine the traffic -related effects of the Phase 1 M easures, a comparison of the intermediate data on Parish Place, Orchard Drive, Reese Place, and Sparks Street was conducted. Data was collected in July 2022 and August 2022 (only on Orchard Drive and Reese Place) to establish traffic conditions after Raising Cane’s opened but before installation of Phase 1 Measures. Follow-up data were collected in November 2022 to observe change in traffic patterns after the installation of Phase 1 Measures. Appendix F provides the raw Intermediate Data for ADT, traffic speeds, and parking demand data.
Traffic Volume Counts
Table 8 presents the directional 24 -hour traffic counts for the intermediate data collection .
Exhibit G graphically identifies the intermediate traffic volumes on the four streets analyzed .
A summary of the 5-day combined vehicle traffic counts are presented in Table S-4.
Table S-4
24-hour Directional Traffic Counts
Intermediate Data 2022
Average (Weekday)
AVERAGE DAILY TRAFFIC - 2022
SEGMENT # CLASSIFI-
CATION STREET JAN JUL* AUG* NOV
9 Local Parish Place 618 1,178
11 Local Orchard Drive 502 1,241 840 551
13 Local Reese Place 418 1,180 718 818
15 Local Sparks Street 1,195 1,433
* - Data provided by City of Burbank
The vehicle traffic volumes on Orchard Drive and Reese Place did decline. After the opening of the restaurant. There was a 56 percent decrease in traffic on Orchard Drive (1,241 ADT to 551 ADT) after the Phase 1 Measures were implemented. Reese Place experienced a 31 percent decrease (1,180 ADT to 818 ADT) during this same time period. The comparison ATTACHMENT 2 - 37
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of traffic volumes between August 2022 and November 2022 identified mixed results:
Orchard Drive decreased by 34 percent (840 ADT to 551 ADT), Reese Place increased by 14 percent (718 ADT to 818 ADT).
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Table 8
24-Hour Traffic Counts
Intermediate Data 2022
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EXHIBIT G – ADT Intermediate Volume Map, Intermediate Data 2022 ATTACHMENT 2 - 40
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Vehicle Speed Data
Table 9 presents the directional 85th percentile speeds on streets within the limited study area.
Exhibit H graphically illustrates the combined 85th percentile speeds. A summary of t he average speeds is identified in Table S-5.
Table S-5
Summary of 85th Percentile Traffic Speed Data
Intermediate Data 2022
AVG 85th % SPEEDS* - 2022
SEGMENT
#
CLASSIFI-
CATION STREET JANUARY JULY AUGUST NOVEMBER
NB SB NB SB NB SB NB SB
9 Local Parish Street 30 29 28 29
11 Local Orchard Drive 28 26 24 29 28 25 26 27
13 Local Reese Place 33 32 26 27 31 24 24 25
15 Local Sparks Street 35 34 32 32
* = miles per hour
Comparing the July to November speeds , Orchard Drive and Reese Place increased in the northbound while decreasing slightly in the southbound direction.
Comparing the August to November speeds , Orchard Drive decreased in the northbound direction from 28 to 26 mph and increased in the southbound direction from 25 to 27 mph; Reese Place decreased in the northbound direction from 31 to 24 mph and increased in the southbound direction from 24 to 25 mph. The installation of speed humps on South Reese Place took place in September 2022 and may have con tributed to the 7 -mph reduction in northbound speeds.
Any street closure will divert traffic to other adjacent streets, specially within a grid system roadway network. While the increase in traffic volumes and speeds is noticeable, they are still within the acceptable residential street traffic levels. The exception to this is the average speed identified on Sparks Street at 32 mph (7 mph higher than the posted speed limit). This speed is slightly lower than January 2022 that showed an average speed of 34 mph.
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Table 9
85th-Percentile Speed Data
Intermediate Data 2022
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EXHIBIT H – 85th Percentile Speed Intermediate Data map ATTACHMENT 2 - 43
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Parking Demand Data
As part of the Phase 1 Measures, preferential parking was implemented on Orchard Drive and on Reese Place south of Olive Avenue. The parking demand/utilization comparison from August 2022 (before the preferential parking was installed ) to November 2022 identified a reduced on-street parking demand on both Orchard Drive and Reese Place (see Table S-6).
Parking utilization on the residential portion of Orchard Drive decreased from 64.4 percent to
43.1 percent during the evening peak hours of 7:00 PM to 9:00 PM. Reese Place also decreased from 50.9 percent to 43.9 percent during the evening peak hours. From before Raising Cane’s opened in March 2022 to after permit parking was established, parking demand in the problematic evening hours declined on Orchard Drive from 55.9 percent to 43.1 percent and remained steady on Reese Place.
Table S-6
High Parking Demand Street Segments (Weekday, Residential Zones)
SEGMENT
#
CLASSIFI-
CATION STREET
MARCH 2022 AUGUST
2022
NOVEMBER
20221
MID-
DAY
EVEN-
ING
MID-
DAY
EVEN-
ING
MID-
DAY
EVEN-
ING
11 Local Orchard
Drive 69.5% 55.9% 64.4% 64.4% 55.2% 43.1%
13 Local Reese
Place 33.3% 42.1% 42.1% 50.9% 54.4% 43.9%
1 = After installation of permit parking.
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Community Outreach Efforts
Virtual Webinar
On April 7, 2022, Staff held the first public meeting with the community to present background information on the existing Rancho Providencia NPP, to present the results of initial data collection, to outline the process for implementation, and to receive input on how the community envisions improvements to their streets. In this meeting, Staff presented the phased approach for the NPP update process, with Phase 1 focusing on the streets directly around the Raising Cane’s Restaurant and Phase 2 proposing im provements for the entire neighborhood. After the presentation, attendees were encouraged to verbally ask questions and provide comments to which City staff responded. Attendees also submitted questions and comments in writing utilizing the “Q&A” feature on the digital meeting platform. Questions asked verbally during the meeting, written questions submitted in the Q&A panel during the webinar, and questions submitted via email were then answered by City staff. Comments received by those attending the community meeting included concerns about cut -through traffic, high vehicle speeds, and residentially adjacent commercial uses. A copy of the presentation is provided in Appendix E.
The meeting was viewed by 51 attendees.
Orchard Drive and Reese Place Survey
Staff distributed a survey to residents on Orchard Drive and Reese Place by mail on July 15, 2022, to determine overall support for proposed installation permit parking and speed humps.
After distributing the mail survey, 78 percent of residents on South Orchard Drive and 79 percent of residents on South Reese Place support ed implementation of permit-only parking from 8:00 a.m. to 10:00 p.m. every day.
Sixty percent of residents on South Reese Place who responded to the survey supported the installation of speed humps on their street. Although 71 percent of residents on Orchard Drive favored speed humps , Staff did not recommen d speed humps on that street because a temporary road closure was recommended instead.
CHAPTER 4
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In-Person Community Meeting
Staff will hold a Community Meeting on October 19, 2023, to present the draft plan update and collect public comment at the City of Burbank Community Services Building. At the meeting, staff will present the data collected over the course of the plan update development as well as the plan update recommendations. After the presentation, staff will collect public comment and answer questions. This meeting will serve to both hear feedback on the plan and collect comments on the Environmental Review process, open from October 4 through November 3. Those comments will be incorporated into the final recommendation to City Council.
Public Notices
Staff circulated public notices by mail to ensure that neighborhood residents were aware of and had the opportunity to attend and/or provide comments for planned public meetings. All notices were distributed at least 10 business days before the date of any meeting and included contact information for staff managing the Rancho Providencia Neighborhood Protection Plan.
Public notices were distributed for:
• Rancho Providencia Neighborhood Protection Plan public meeting – Circulated on March 24, 2022, in advance of April 7, 2022, public meeting. Notice outlined background information on the NPP update and details on how to participate in the virtual meeting. • City Council Meeting for Proposed Traffic Calming Measures on Orchard Drive and Reese Place – Circulated on August 8, 2022 , in advance of City Council meeting on August 23, 2022, to discuss proposed traffic calming measures including 1) permit-only parking on these streets, 2) speed humps on Reese Pl ace, and 3) a temporary road closure on Orchard Drive. Neighbors were invited to provide public comment in advance or in person at the City Council meeting.
• Installation of “No Parking” signage – Circulated September 14, 2022 . Provided information on how to apply for parking permit and timing for permit zone enforcement. • City Council Meeting for Update on Traffic Calming Measures – Circulated November 21, 2022, in advance of the December 6, 2023, City Council meeting where Staff provided an update on the effects of these recently-installed measures. Neighbors were invited to provide public comment in advance or in person at the City Council meeting. • Environmental comment period – Posted in Los Angeles Times on September 20, 2023 and uploaded to CEQAnet on October 4, 2023.
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• City Council meeting – To be c irculated on November 17 , 2023, in advance of City Council meeting on December 5, 2023.
Public Comment Intake
Staff provided contact information in every public communication or public presentation regarding the Rancho Providencia Neighborhood Protection Plan. Since the first public notice for the plan update, Staff have received and responded to over 250 comments and questions from neighbors in the residential and business areas of the neighborhood. These comments have provided valuable information on how the commun ity’s roadways currently operate and meaningful guidance on how neighbors want to shape the community in the future.
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Phase 2 Data Collection (January 2023)
In Phase 2 of the Rancho Providencia Neighborhood Protection Plan update Staff collected and analyzed data for the full neighborhood to inform the final update to the Plan . In order to effectively analyze the neighborhood-wide effect of the Phase 1 Measures (i.e., speed humps on Reese Place, closure of Orchard Drive, permit parking on both streets), data were collected in January 2023 in the same locations and using the same methods as Initial data collection in January 2022 , including average daily traffic (ADT), traffic speeds, and license plate entering/exiting traffic.
Appendix G provides the raw ADT and traffic speed data from January 2023 . Appendix H provides the raw license plate survey data from January 2023.
Traffic Vehicle Counts
Table 10 presents the January 2023 directional 24 -hour traffic counts and the total of the average traffic for both directions. Exhibit I graphically identifies streets with an acceptable volume of traffic for neighborhood streets and those that have the highest traffic volumes. The highest average January 2023 traffic counts (Table S-7) on the neighborhood streets were found on the same 6 segments identified with the highest average traffic counts in the January 2022 data.
CHAPTER 5
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Table S-7
Summary of 24-hour Directional Traffic Counts
January 2023
SEGMENT
#
CLASSIFI-
CATION STREET SEGMENT
AVERAGE
DAILY
TRAFFIC
(vehicles)
14 Local Sparks Street Oak St to Alameda Av 1,189
15 Local Sparks Street Olive Av to Oak St 1,407
20 Local Mariposa
Steet Oak St to Alameda Av 1,483
21 Local Mariposa
Steet Verdugo Av to Oak St 1,174
26 Neighborhood
Collector Oak Street Beachwood Dr to
Mariposa St 1,491
27 Neighborhood
Collector Oak Street Mariposa St to Main St 1,607
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Table 10
24-Hour Directional Counts
January 2023
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EXHIBIT I – ADT January 2023 Map
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Vehicle Speed Data
Table 11 presents the directional 85th percentile speeds on streets within the study area and the combined 3 -day average of the 85th percentile speeds of both directions. Exhibit J graphically illustrates the combined 85th percentile speeds. Table S -8 identifies the street segments experiencing 85th percentile speeds of 5 miles per hour (mph) or more over the 25- mph speed limit.
Table S-8
Summary of 85th Percentile Traffic Speed Data
January 2023
SEGMENT
#
CLASSIFI-
CATION STREET SEGMENT 85%
SPEED
3 Local Lincoln Street Oak St to Alameda Av 31 mph
4 Local Myers Street Oak St to Alameda Av 32 mph
6 Local Lamer Street Oak St to Alameda Av 31 mph
9 Local Parish Place Olive Av to Oak St 30 mph
11 Local Orchard Drive Olive Av to Oak St 30 mph
14 Local Sparks Street Oak St to Alameda Av 34 mph
15 Local Sparks Street Olive Av to Oak St 35 mph
16 Local Beachwood Drive Oak St to Alameda Av 34 mph
19 Local Griffith Park Drive Olive Av to Oak St 30 mph
20 Local Mariposa Street Oak St to Alameda Av 30 mph
21 Local Mariposa Street Verdugo Av to Oak St 32 mph
22 Local Virginia Avenue Verdugo Av to Oak St 30 mph
23 Local Lomita Avenue Verdugo Av to Oak St 31 mph
24 Local Glenwood Place Verdugo Av to Oak St 33 mph
mph = miles per hour
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Table 11
85th Percentile Speed
January 2023
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EXHIBIT J – 85th Percentile Speeds January 2023
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Cut-through Traffic Patterns
The cut-through traffic occurring in the neighborhood was determined by using a license plate survey method. The same time periods used in the January 2022 Data analysis were used for the January 2023 Data on Thursday, January 19, 2023. Vehicles that entered the neighborhood and exited the neighbo rhood in less than 5 minutes were considered as cut - through traffic. These entry/exit points and corresponding estimated cut -through traffic are depicted in Exhibit K. Table 12 presents a matrix identifying the pattern and number of vehicles from an entry point to an exit point. The data indicate that Keystone Street between Olive Avenue (Node #1) and Alameda Avenue (Node #8) and vice versa, remains the highest cut-through traffic pattern during each periods studied. Table 13 summarizes this After Data pattern.
Table 12
Peak Hour Cut-through Pattern (# of vehicles)
January 2023
STREET PATTERN 7:00 to
9:00 AM
11:00 AM
to 1:00
PM
4:00 to
6:00 PM
Keystone St
Olive Av to
Alameda Av 14 8 10
Alameda Av to
Olive Av 12 29 19
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EXHIBIT K – Cut-Through Traffic Patterns January 2023
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Table 13
Cut-Through Traffic Patterns
January 2023
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Parking Demand Data
Follow-up c ollection of Parking Demand Data was collected on the two streets that implemented a permit parking program, Orchard Drive, and Reese Place . Follow-up counts took place in November 2022 and May 2023. March 2022 data collection on these streets identified higher demand in the vicinity of the businesses along Olive Avenue, much of which was time-restricted. After Raising Cane’s opened, parking da ta for the residential portion of each street showed an increase in demand (August 2022). This information and concerns expressed by residents in the vicinity of Raising Cane’s Restaurant resulted in the implementation of permit parking restrictions on Orchard Drive and Reese Place between Olive Avenue and Oak Street. After implementation, parking demand slightly declined. Data collected in May 2023 showed the continuation of that trend, with parking demand either declining or remaining steady on these streets. With the implementation of automated parking permit enforcement in June 2023, it is expected that non-compliant vehicle parking will further decrease. Staff will consider follow-up parking counts if necessary.
Table S-9
High Parking Demand Street Segments
Highest Demand 15-Minute Period (Weekday), Residential Zones Only
SEGMENT
#
CLASSIFI-
CATION STREET
MARCH 2022 AUGUST
2022
NOVEMBER
20221 May 2023
MID-
DAY
EVEN-
ING
MID-
DAY
EVEN-
ING
MID-
DAY
EVEN-
ING
MID-
DAY
EVEN-
ING
11 Local Orchard
Drive 69.5% 55.9% 64.4% 64.4% 55.2% 43.1% 50.0% 51.8%
13 Local Reese
Place 33.3% 42.1% 42.1% 50.9% 54.4% 43.9% 42.1% 42.1%
1 = After installation of permit parking.
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Data Comparison (2022 – Intermediate – 2023)
The previous chapters provide details on the data collected for the Rancho Providencia NPP.
This chapter will provide the comparison of the 3 data sets. The Intermediate Data set is limited to Parish Street, Orchard Drive, Reese Place and Sparks Street.
Traffic Vehicle Counts
Table 14 summarizes the comparison of ADT traffic count data. Table S -10 identifies the highest changes in the ADT data.
Table S-10
24-hour Directional Traffic Counts
Comparison 2022 - Intermediate - 2023
SEGMENT
# STREET SEGMENT JANUARY
2022 ADT
JULY 2022
ADT*
AUGUST
2022 ADT*
NOV
2022
ADT
January
2023 ADT
9 Parish
Place
Olive Av to
Oak St 612 1,175 1,141
11 Orchard
Drive
Olive Av to
Oak St 502 1,241 840 551 427
12 Reese
Place
Oak St to
Alameda Av 207 164
13 Reese
Place
Olive Av to
Oak St 417 1,180 718 818 763
ADT = average daily traffic, vehicles per day
CHAPTER 6
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Table S-10 Continued
SEGMENT # STREET SEGMENT Difference (JAN
2022 to JAN 2023)
% Change (JAN
2022 to JAN 2023)
9 Parish Place Olive Av to Oak St 529 86.5%
11 Orchard Drive Olive Av to Oak St -75 -14.9%
12 Reese Place Oak St to
Alameda Av -43 -20.9%
13 Reese Place Olive Av to Oak St 345 82.7%
As expected, the temporary closure of Orchard Drive south of Olive Avenue did impact the traffic volumes on neighboring streets. The ADT on Orchard Drive reduced by 14.9 percent while the traffic volumes on Parish Place to the west (86.5 percent) and Reese Place to the east (82.7 percent) increased signif icantly. However, the ADT on Parish Place (1,141 ADT) and Reese Place (763 ADT) are near the standard level of ADT expected on a residential Local Street.
One explanation could be the introduction of the Raising Cane’s restaurant. Motorists who would travel down South Orchard Drive, whether for Raising Cane’s or residents’ vehicle trips over the course of a normal day, are now diverted down neighboring stree ts. Due to the orientation of traffic flow on Olive Avenue, South Reese Place is the next available travel option for a motorist after South Orchard Drive. While that also may be a possibility for South Parish Place, the notable increase in traffic volume is less clearly tied to the closure on South Orchard Drive. The intersections of South Parish Place/Olive Avenue and South Keystone Street/Olive Avenue are signalized. These two intersections are on Olive Avenue between Buena Vista Street and Sparks Street (a 0.62-mile distance) and serve travel to Burroughs High School and Walt Disney Studios, which had not yet returned from the COVID-19 Pandemic to full-time in- person work when initial data was collected in January 2023.3 The normalization of school and work schedules may have increased travel through the signal on South Parish Place /Olive Avenue.
3 “Disney employees were required to return to the office 4-days per week starting March 1, 2023, although many had begun to transition back before.” LA Times, https://www.latimes.com/entertainment-arts/business/story/2023-01- 09/disney-return-to-office-four-days-bob-iger
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Table 14
24-Hour Directional Traffic Counts
Comparison: 2022, Intermediate, 2023
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Vehicle Speed Data
Table 15 summarizes the 85 th percentile speeds comparison . The decrease in speeds on Edison Road could be a result of the increased volume as workers continued to return to in - person jobs at Walt Disney Studios and Warner Brothers Studios , following remote work schedules during the COVID-19 Pandemic.4 Edison Road experienced an increase in ADT of
37.7 percent (from 690 to 951 ADT, Table 14), but more vehicles does not necessarily mean higher speeds. The 23 mph recorded speed on Edison Road is lower than the prima facie speed limit of 25 mph. Reese Place saw an 85th percentile speed of 22 mph in January 2023.
The data reflect that speeds decreased after the installation of speed humps in September 2022.
The Orchard Drive speed increase is likely a result of the temporary closure immediately south of Olive Avenue. The majority of vehicles traveling on Orchard Drive are residents. These residents and others using the street (food/package deliveries, gardening/cleaning services, etc.) are now aware of the temporary closure and may be more comfortable traveling faster than recorded in 2022.
The increase in speeds on Oak Street is 3 mph. While this is identified as a high percent age change, the 29 mph speed is still within an acceptable industry standard, within 5 mph over the prima facie speed limit of 25 mph.
4 “Warner Brothers Discovery began requiring employees to work at least 3 days per week in the office starting June 1, 2022.” The Hollywood Reporter, https://www.hollywoodreporter.com/business/business -news/warner-bros-discovery- return-office-plan-david-zaslav-1235143403/
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Table 15
85th Percentile Traffic Speed Data
Comparison: 2022, Intermediate, 2023
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Cut-through Traffic Patterns
Both sets of data (January 2022 and January 2023) identified the same cut-through pattern in the neighborhood. The pattern that carried the most cut -through traffic was Keystone Street between Olive Avenue (Node #1) and Alameda Avenue (Node #8) and vice versa. Table 17 summarizes the comparison of the cut-through traffic pattern.
Table 16
Peak Cut-through Pattern (# of vehicles)
Comparison: 2022 to 2023
STREET PATTERN
7:00 to 9:00 AM 11:00 to 1:00 PM 4:00 to 6:00 PM
January
2022
January
2023
January
2022
January
2023
January
2022
January
2023
Keystone St
Olive Av to
Alameda Av 18 14 8 8 13 10
Alameda Av
to Olive Av 17 12 27 29 10 19
There was a minor increase in the mid -day pattern from 27 to 29 vehicles , a 7.4 percent increase. The higher increase in cut -through traffic patterns occurred in the PM peak period.
This pattern increased from 10 to 19 vehicles.
The January 2023 ADT volume on Keystone Street was 786 ADT. While there was an increase in the cut-through pattern on Keystone Street, these increases (9 vehicles in both the mid-day and evening peak) are not significant to the overall traffic volumes on Keystone Street.
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2023 Rancho Providencia Neighborhood Protection
Plan Update
While some streets in the Rancho Providencia Neighborhood experienced increased traffic volume and cut-through traffic around the opening of the Raising Cane’s Restaurant, several streets exhibited issues before that event, and their persistence cannot be solely attributed to the new restaurant. While Phase 1 Measures sought to address and study the issues in the restaurant’s immediate vicinity, this report seeks to identify the long-term issues in the neighborhood and address them with long-term traffic calming measures which comprise the final Plan update.
Next Steps for Phase 1 Measures
Recommendation 1: Maintain Speed Humps on Reese Place
As noted in the Intermediate Data Collection section, speed humps were effective in reducing the average 85th percentile speed on South Reese Place. This measure has directly addressed the speeding concern and has reduced average speeds to below the posted speed limit.
Existing speed humps are recommended to stay in place as currently designed.
Recommendation 2: Maintain the Permit Parking Program on Reese Place and Orchard Drive
Since the installation of the parking permit program on Reese Place and Orchard Drive, the instance of patrons parking in residential zones and walking to Raising Cane’s has decreased.
Parking utilization on Reese Place, the more accessible of the two streets, has decreased from
50.9 percent in August 2023 (when Raising Cane’s was open but permit parking program was not yet in place) to 42 .1 percent (when permit parking program was in place) in the evening.
This was similar to parking utilization before Raising Cane’s opened . However, some patrons do continue to utilize the neighborhood to idle i n their cars while they eat takeout. Burbank Police Department has recently entered into a contract with a parking enforcement company that is conducting parking permit checks and has the opportunity to improve parking enforcement citywide. These parking control officers have been specifically deployed on Reese Place and Orchard Drive as a focused area of enforcement. City Council approved an amendment to the parking permit hours to 2PM-10PM in order to balance parking needs with neighboring businesses, which, in concert with improved enforcement, can allow more flexibility during the morning and lunch hours while improving enforcement during the more CHAPTER 7
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problematic evening hours. When current permits expire, staff will contact all neighboring businesses to determine which ones desire permits and then re-allocate proportionally in an aggregate amount not to exceed 30 percent of the available street parking within the P
ermit Parking Zones.
Recommendation
3: Maintain the Orchard Street Temporary Closure for One Additional Year
The primary objective of the temporary closure on Orchard Drive is to keep the Raising Cane’s drive-through line from forming into the residential zone. This closure has been effective at doing so. Staff have considered whether to make it permanent with curb and landscaping installations. While queueing from Raising Canes continues to encroach into the Orchard Street and Olive Avenue public right of way in certain times of day, the incidence of this encroachment has decreased over time as the restaurant has become more established. Further, additional Raising Cane’s Restaurants in Hollywood, North Hollywood, and Northridge have opened or are expected to open within the next year.
More restaurant openi ngs could result in reduced demand at the Burbank location resulting in drive-through traffic no longer encroaching into public right of way. If this were to occur, the Orchard Street closure would no longer be necessary, and the City may consider removing it so that its secondary effects on pushing traffic to other nearby streets would also be eliminated. Given that making the closure permanent through permanent curb and drought-tolerant landscaping installations would make its removal more difficult later, and, given the uncertain impact the opening of more Raising Canes locations may have on the Burbank location, the closure should remain in place in its temporary condition for an additional year. During that time, store activity and drive-through activity can be monitored as additional Raising Cane’s Restaurants open nearby. Should drive-through activity continue to spill into the public right of way even after other restaurant locations open, it is recommended that a decision to make the closure permanent be considered at that time.
Additional Recommended Improvements
Recommendation 4: Recommend Speed Humps on Select Local Streets if Supported by Resident Petition
Analysis shows that nearly all local streets without speed humps display average 85 th percentile vehicle speeds above the posted speed limit of 25 mph. Analysis shows that of the six street segments equipped with speed humps for both phases of data collection, 5 of them exhibit average speeds at or below the posted 25 mph speed limit. South Reese Place between ATTACHMENT 2 - 66
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Olive Avenue and Oak Street had speed humps installed after Phase 1 data collection occurred (installation in September 2022 ), and they resulted in a reduction in speeds from 33 mph in January 2022 to 22 mph in January 2023. Data from the Rancho Providencia Neighborhood demonstrate that speed humps are effective at reducing overall average speeds on local streets.
The existing City Speed Hump Policy (Appendix I) lists eleven criteria that streets must fulfill in order to qualify for speed hump installation. If a street satisfies each of the criteria, then residents may initiate a petition for speed hump installation. Under the Policy, streets must have average speeds of 5 mph or higher over the 25 mph posted speed limit in order to qualify. They must also have minimum Average Daily Traffic (ADT) of 500 vehicles per day and no more than a maximum of 5,000 vehicles per day. Although 17 local streets within the Plan area exhibit average speeds above the posted speed limit, only 10 would qualify for speed humps under the current Policy. This leaves out segments with speeds just below 30 mph and ADT over 500 (e.g., Lamer Street between Olive Avenue and Oak Street is 29 mph and 634 ADT) and segments with speeds over 30 mph but ADT below 500 (e.g., Lomita Street between Verdugo Avenue and Oaks Street is 31 mph and 445 ADT).Given the demonstrated success of speed humps reducing vehicle speeds in this neighborhood, Staff recommends that local street segments in Table S-11 shall be eligible for speed hump petitions without requiring Step 2 of the standard speed hump installation request process, which is a Preliminary Engineering Field Survey that collects vehicle speed and volume data.
The data collected in the process of the Rancho Providencia Neighborhood Protection Plan serves as the Preliminary Engineering Field Survey. Per that data, staff recommend that the streets identified in Table S-11 are pre-qualified to petition for speed humps.
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Table S-11
Recommendations for the Installation of Speed Humps
SEGMENT
# STREET SEGMENT
January 2023
ADT
85th
Percentile
Speed*
3 Lincoln Street Oak St to Alameda Av 400 31 mph
4 Myers Street Oak St to Alameda Av 554 32 mph
6 Lamer Street Oak St to Alameda Av 703 31 mph
7 Lamer Street Olive Av to Oak St 634 29 mph
9 Parish Place Olive Av to Oak St 1,141 30 mph
14 Sparks Street Olive Av to Oak St 1,189 34 mph
15 Sparks Street Oak St to Alameda Av 1,407 35 mph
16 Beachwood Drive Oak St to Alameda Av 748 34 mph
19 Griffith Park Drive Verdugo Av to Oak St 409 30 mph
20 Mariposa Street Oak St to Alameda Av 1,483 30 mph
21 Mariposa Street Verdugo Av to Oak St 1,174 32 mph
22 Virginia Avenue Verdugo Av to Oak St 625 30 mph
23 Lomita Street Verdugo Av to Oak St 447 31 mph
24 Glenwood Place Verdugo Av to Oak St 565 33 mph
29 Angeleno Avenue Virginia Av to Victory Bl 749 28 mph ADT = average daily traffic, vehicles per day
mph = miles per hour
Although this Plan would provide that these select neighborhood streets now qualify for the addition of speed humps, residents must still present a petition to the City demonstrating that neighbors support the measure. Each street that wishes to install speed humps must complete a petition to demonstrate support in order to certify installation, with at least 80 percent of the total impacted properties on the stree t contacted and 67 percent of the total impacted properties in support. The full petition criteria can be found on page 3 of the City Speed Hump Policy.
The City of Burbank Speed Hump Policy applies Citywide and is used to evaluate requests for speed humps on streets throughout the City. This Policy identifies criteria for eligibility and requires that eligible streets demonstrate a measured 85 th-percentile speed of 30 mph or ATTACHMENT 2 - 68
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higher and a minimum of 500 vehicles per day. Staff conducted extensive data collection in the Rancho Providencia Neighborhood, including measuring volumes and speeds on all streets on several different occasions during the evaluation and development of the Plan. This extensive data collection was able to show that the presence of speed humps in this neighborhood has a strong correlation with lower average speeds, and the data demonstrates the effectiveness of speed humps in reducing vehicle speeds to the speed limit or below. Given the amount of data analysis conducted and the conclusion of speed hump effectiveness in this specific neighborhood, Staff recommends that streets in the Rancho Providencia Neighborhood eligible for speed humps demonstrate a measured 85 th-percentile speed of 30 mph or higher or a minimum of 500 vehicles per day. This means that additional streets would be eligible for speed humps that would otherwise not be eligible under the Citywide Speed Hump Policy. Three streets that fulfill the speed requirement but n ot the volume requirement (Lincoln Street between Oak Street and Alameda Avenue, Griffith Park Drive between Verdugo Avenue and Oak Street, and Lomita Street between Verdugo Avenue and Oak Street) would become eligible. Two streets that fulfill the volume criterion but not speed ( Angeleno Avenue from Virginia Avenue to Victory B oulevard, Lamer Street from Olive Avenue to Oak Street ) would also become eligible.
Recommendation 4.1: Speed Hump Design
Any speed hump design shall be consistent with City of Burbank design standards for either speed humps or speed cushions, which shall be deployed based on the context of each specific street and in coordination with Burbank Fire Department. To date in Burb ank, speed humps have been deployed at individual locations and across larger neighborhoods. Although residents on the street segments identified in Table S -11 still need a petition to demonstrate sufficient community support, there is a possibility for se veral adjacent street segments to petition in favor of speed humps.
Policy Considerations
Fire Department staff advise that a concentration of speed humps in the neighborhood may slow emergency vehicle response time. Furthermore, the addition of speed humps will lead to increased wear and tear on emergency vehicles and therefore increased maintenance costs.
When speed humps are deployed on a single street, as they were on South Reese Place, an emergency vehicle only has to navigate one set of speed humps w hile traveling to an emergency. However, several consecutive street segments with speed humps may make them unavoidable during an emergency response, which could potentially increase response times and add to overall fleet maintenance needs.
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While not specific to this neighborhood, staff have received other citizen concerns related to speed humps. Cars traveling over speed humps at speed tend to make n oise, and the necessary addition of signage can affect aesthetics of an adjacent residential property. It is also possible that speed humps can cause traffic to disperse to other roadways in the vicinity.
Effect on Vehicle Speed
Speed humps are effective at reducing vehicle speed . A comparison of the speed data collected before and after the installation of speed humps on South Reese Place demonstrated speed reduction occurred on that street. Further, a comparison of vehicle speeds measured on streets with pre -existing speed humps versus streets without them showed a positive correlation between presence of speed humps and slower average vehicle speeds. As a result, crash frequency declines where there are lower speeds. Further, even when collisions occur at low speeds, they tend to be less severe. Speed humps work as a safety measure to reduce vehicular speed.
Slotted Speed Humps Research from Other Cities
One possible solution to balance emergency response times against the vehicular safety benefits of installing speed humps is to ensure that the design of speed humps in the neighborhood include pass -by slots so that emergency vehicles do not have to slow down dramatically or navigate a vertical element in the roadway. This traffic calming element is called a “slotted speed hump” or a “speed cushion.” In this plan update, they shall b e referred to as slotted speed humps. Field tests have shown that, while slotted speed humps may not reduce vehicle speed as much as speed humps that span the entire roadway, these measures still reduce vehicle speeds while providing little to no delay to fire vehicles.5 A Federal Highway Administration (FHWA) study found that in San Diego, fire vehicles can travel over the slotted speed humps at full speed with no delay by navigating through the slots in the middle of the roadway when the center pad was 5.5 feet wide. Similarly, the City of Sacramento found that slotted speed humps cause almost no delay to emergency response time. The city found using slotted speed humps instead of standard speed humps results in a savings of almost 13 seconds per typical roadway segment. In the City of Danville, it was found that no delay 5 “A Comparative Study of Speed Humps, Speed Slots and Speed Cushions ,” LaToya Johnson and A.J. Nedzesky, https://safety.fhwa.dot.gov/speedmgt/ref_mats/fhwasa1304/Resources3/26%20 - %20A%20Comparative%20Study%20of%20Speed%20Humps,%20Speed%20Slots%20and%20Speed%20Cushions.pdf ATTACHMENT 2 - 70
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occurred in response time with slotted speed humps , compared to a 10 to 15 second delay observed with standard speed humps.6
There is no standard dimension in the State of California for a slotted speed hump, and speed measurements taken of different widths of slotted speed hump installations in Burbank suggest that the width of the center pad may determine the speed with which an emergency vehicle can navigate and also influences how well they slow regular vehicles. Design varies depending on the local jurisdiction. Standard Plans for the City of Sacramento and City of San Diego depict three pads across the roadway with a center pad of 5.5 feet straddling each lane, and the City of Stockton specifies a 6.5 -foot width. Orange County Fire Authority’s preferred standard is a 6 -foot center pad. Ventura County uses two pads in each lane, with the widest being 6.5 feet.
Fire Response Time Versus Vehicular Speed Assessment
The City of Burbank Standard Plans includes a speed hump design standard without slots as well as slotted speed humps. Most speed humps in Burbank are the standard design, however, some streets have slotted speed humps including a segment of South Beachwood Drive in the Rancho Providencia Neighborhood as well as locations outside of the Rancho Providencia Neighborhood, including North Bel Aire Drive and North Beachwood Drive between Clark Avenue and Magnolia Boulevard. The City’s standard slotted speed hump design features a 7-foot standard pad, although an older installation on South Beachwood Drive features a center pad width of 5 feet. Staff took speed measurements of streets with slotted speed humps and found that streets with the 7 -foot center pad design reduced exhibited average speeds at or below the speed limit, while the street with a 5-foot center pad design exhibited average speeds above the speed limit. This is most likely due to motorists utilizing the narrower pad to bypass the speed hump, because the narrower slot more closely matches the wheelbase of standard vehicles. This is a dangerous and illegal maneuver due to the vehicle crossing the center line.
Based on this data, Staff believes that the center pad is more effective in reducing vehicle speeds when it is 7 feet wide. A separate study of speed hump design 7 also concluded that slotted speed humps reduce vehicle speed when they are at least 7 feet wide. 6 “Traffic Calming ePrimer,” FHWA, https://safety.fhwa.dot.gov/speedmgt/ePrimer_modules/module5.cfm 7 Chang and Nolan, “An Evaluation of Speed Cushions on Neighborhood Streets: Balancing Emergency Vehicle Mobility with Traffic Calming Needs,” (2007) https://safety.fhwa.dot.gov/speedmgt/ref_mats/fhwasa1304/Resources3/21%20- %20An%20Evaluation%20of%20Speed%20Cushions%20on%20Neighborhood%20Streets%20Balancing%20Emergency%20 Vehicle%20Mobility%20with%20Traffic%20Calming%20Needs.pdf ATTACHMENT 2 - 71
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Burbank Fire Department has identified that the width of its dual-tire fire vehicles cannot currently navigate through the 7-foot slotted speed hump design without a high likelihood of impacting the speed of the vehicle. Fire vehicles can navigate through the narrower 5-foot- wide slotted speed hump design, but those slotted speed humps do not slow regular vehicles compared to the 7-foot slotted speed hump design. Thus, a 5-foot-wide slotted speed hump design would more closely support maintaining existing emergency vehicle response times, but would not be as effective as 7 foot wide slotted speed humps in reducing overall vehicle speeds.
This plan identifies speed humps as the preferred method to reduce vehicle speeds and improve roadway safety in the neighborhood, but also notes the issues raised by the Fire Department that installing more speed humps within the Rancho Providencia Neighborhood may prolong emergency response times. While slotted speed humps with a center pad width of 7 feet were shown to reduce vehicle speeds while maintaining adequate fire response times in other California cities, Burbank Fire Department highlights that installation of speed humps of any kind in the Rancho Providencia Neighborhood will affect the City’s existing excellent emergency response times in this area.
Based on this analysis, Staff is recommending:
1. Streets listed in Table S-11 will be eligible for the installation of slotted speed humps with a supporting petition per the guidelines in the Speed Hump Policy.
2. For streets that have met the petition requirements, slotted speed humps shall be installed to reduce the impacts to emergency response while also reducing vehicle speeds, as approved by the Public Works Director and Fire Chief.
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Recommendation 5: No Additional Street Closures Recommended Staff does not recommend any additional street closures in the Rancho Providencia Neighborhood. City Council approved the closure on South Orchard Drive in order to separate the residential properties from the traffic accessing the Raising Cane’s drive-through. This closure has addressed the immediate concern of queuing on Orchard Drive in front of residential properties. Further, it is recommended that this closure remain a temporary closure so that future restaurant activity and the opening of other nearby Raising Cane’s locations can be evaluated to determine if the closure remains warranted. There is no other location in the neighborhood where drive-through queuing spills out into the residential neighborhood, which is the justification for the ongoing Orchard Street closure. While the data show that additional trips from the Orchard Street closure likely have been diverted to nearby streets, vehicle volumes on those streets do not exceed levels that are to be expected on any other typical residential st reet. Therefore, it is not recommended that additional street closures be implemented as part of this plan.
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Appendix A
Average Daily Traffic and Speeds
January 2022
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Appendix B
License Plate Entering/Exiting Data
January 2022
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Appendix C
Parking Demand Data
January 2022
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Appendix D
Turning Movement Counts
January 2022
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Appendix E
Community Meeting Materials
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Appendix F
Average Daily Traffic and Speeds
Intermediate Data 2022
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Appendix G
Average Daily Traffic and Speeds
January 2023
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Appendix H
License Plate Enty/Exit Data
January 2023
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Appendix I
City of Burbank Speed Hump Policy
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