ATCH 1 - Draft Neighborhood Traffic Calming Program Guidelines

Neighborhood
Traffic Calming Pr
ogram
Guidelines and Procedures
DRAFT - October 2023
ATTACHMENT 1

Page 1 of 96 ends

Neighborhood Traffic Calming Pr
ogram
Guidelines and Procedures
Prepared for: City of Napa
Prepared by: TJKM Transportation Consultants
Draft - October 2023
ATTACHMENT 1

Page 2 of 96 ends

TABLE

OF CONTENTS

1. Introduction �� 1

1.1 Background ...........................................................................................................................................................1 . 1.2.Project.Goals.and.Benefits ..............................................................................................................................2

1.3 The Four E’s...........................................................................................................................................................3

1.4 The Three Tiers ....................................................................................................................................................4

1.5 How to Use This Document............................................................................................................................ 5

2. Implementation process �� 8

2.1 Roles and Responsibilities.............................................................................................................................. 9

2.2 Application (Reporting a Concern) ...........................................................................................................10 . 2.3.Evaluation.and.Notification. .......................................................................................................................11

2.4 Neighborhood Support ................................................................................................................................11

2.5 Design and Consensus ..................................................................................................................................12

2.6 Prioritization and Funding ...........................................................................................................................12

2.7 Implementation ...............................................................................................................................................14

2.8 Monitoring and Evaluation ..........................................................................................................................14

2.9 Process Flow Chart .........................................................................................................................................14

3. Traffic Calming Measures �� 18

3.2 Tier II .....................................................................................................................................................................20

3.3 Tier III ....................................................................................................................................................................21 . 3.4.Traffic.Calming.T oolbox .................................................................................................................................22

4. References �� 25

5. Glossary of Acr
onyms �� 28 ATTACHMENT 1

Page 3 of 96 ends

LIST

OF APPENDICES

Appendix.A:.City.of.Napa.Neighborhood.Traffic.Calming.Program.T oolbox Appendix.B:.Petition.Form
Appendix.C:.Information.on.Background.Studies.and.Best.Practices Appendix.D:.Community.Input.Summary
LIST

OF FIGURES

Figure 1. NTCP Decision Making Process (Tier I)
...............................................................................................15 Figure 2. NTCP Decision Making Process (Tier II and Tier III) .......................................................................16 LIST

OF TABLES
T able.1..Scoring.Criteria.for.Traffic.Calming.Consideration ...........................................................................13

T able
.2..List.of.Traffic.Calming.Measures ..............................................................................................................22 ATTACHMENT 1

Page 4 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 1 1

INTRODUCTION

1.1 Background
Traffic.Calming.involves.strategies.that.are.intended.to.reduce.the.adverse.effects.related.to.motor. vehicle use on neighborhood streets,
create safe streets for all, and promote use by pedestrians, cyclists, and transit users. The Institute of Transportation Engineers (ITE), a global organization of. over. 17,000. transportation. professionals. in. over. 78. countries,. defines. Traffic. Calming. as. “a. combination.of.mainly.physical.measures.that.reduce.the.negative.effects.of.motor.vehicle.use,. alter driver behavior, and improve conditions for non-motorized street users.” The. City. of. Napa. originally. began. its. Neighborhood. Traffic. Calming. Program. (NTCP). in. 2005..

This document and the
guidelines and procedures herein constitute a revision to the Program to account for previous successes (of the 2005 NTCP and of other cities), shortcomings, and new research that has been conducted over the last two decades. It accounts for the overall transportation vision outlined in various planning documents including the City of Napa 2040 General
.Plan.(2022),.the.Downtown.Napa.Specific.Plan.(2012),.the.City.of.Napa.Local.Roadway.

Safety Plan (LSRP) (2022), the City of Napa Bicycle Plan (2021), and the City of Napa Pedestrian Plan (2017).

The
. measures. discussed. in. this. document. include. the. most. effective. solutions. from. the. collaboration. of. the. four. E’s. of. traffic. safety. – Engineering, Education, Enforcement, and
Empowerment. The guidelines and procedures outlined in this document are intended to guide City. staff,. residents,. and. elected. officials. with. the. development. and. implementation. of. traffic. calming measures.

ATTACHMENT 1

Page 5 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 2 1.2 Project Go
als and Benefits
The.overarching.goals.of.the.City.of.Napa.Neighborhood.Traffic.Calming.Program.are.to:
• Lower.traffic.volumes.and.reduce.vehicular.speeding.on.neighborhood.streets;.and • Enhance safety for all roadway users.

In. addition. to. the. overarching. NTCP. goals,. a. comprehensive. Neighborhood. Traffic. Calming.

Program.can.benefit.the.community.in.numerous.ways,.including:
• Encouraging non-motorized modes of transportation, such as walking and cycling. • Educating drivers on roadway regulations.
• Improving.drivers’.attention.and.awareness,.thus.positively.affecting.driving.behavior. long-term.
• Allowing residents and other stakeholders an avenue to be heard and have local roadway concerns remediated.
• Providing a fair, transparent, consistent, and equitable process that is understood by both the City and its residents.
• Fostering a livable community.

This.program.aims.to.assess.Napa’s.neighborhood.traffic-related.concerns.and.reduce.the.adverse. effects.of.vehicles.on.neighborhood.streets.by.incorporating.strategies.to.reduce.traffic.volume. and.speed..Program.development.included.researching.effective.traffic.calming.strategies.utilized. by cities and states across the nation and conducting community outreach to understand the
needs/desires of the local Napa community. This research resulted in the development of a robust traffic
.calming.toolbox.and.program.guidelines.to.assist.Napa.in.addressing.these.concerns.

Vehicular speeds can
impact roadway users’ safety, as the severity of crash-related injuries increases.significantly.with.speed..A.pedestrian’s.survival.rate.decreases.from.90.percent.to.10. percent when hit by a vehicle traveling at 40 MPH speed compared to 20 MPH.

ATTACHMENT 1

Page 6 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 3 1.3 The Four E’s
The.NTCP.utilizes.a.comprehensive.approach.to.traffic.calming.incorporating.the.four.E’s.of.traffic. safety – Engineering, Education , Enfor
cement, and Empowerment. This approach recognizes
that not all locations can be addressed solely by infrastructure improvements (i.e., engineering strategies),.and.that.significant.impact.often.requires.a.multi-faceted.approach..Each.strategy.is. discussed below:

Engineering
Most. traffic. calming. measures. involve. engineering. analysis. followed. by. specific. physical. improvements. on streets or sidewalks. The
engineering strategies
discussed.in.this.document.include.vertical.deflection,. roadway narrowing or
reallocation, visibility
improvements,. and. conflict. point. reduction.. The.
advantages.and.disadvantages.of.specific.engineering.
strategies,.along.with.the.approximate.cost.range,.are. provided in this document. While some engineering
strategies. are. relatively. simple. and. inexpensive,. most. measures require substantial funding, construction
times,. design. considerations,. and. staffing. hours..

Therefore,.other.strategies.should.be.explored.without. being solely dependent on engineering measures.

Education
Education
. strategies. are. essential. to. inform. residents. about. traffic-related. topics,. such. as. the.

City’s. traffic. calming. policies. and. procedures,. basic. rules. of. the. road,. and. how. different. traffic. devices operate. The intent of education strategies is to instruct people in all age groups on how to use the public streets safely.

ATTACHMENT 1

Page 7 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 4 Enforcement
Enforcement is a
strategy that deters motorists from speeding
and other unsafe driving behavior. This can be accomplished by enforcement conducted by the City’s Police Department.

Measures of enforcement range from portable trailers that measure motorists’ speed to increased patrol and citation issuance.
.Enforcement.can.effectively.create.awareness.of.vehicle. speeds.and.traffic.safety.in.the.neighborhoods.

Empow
erment
Traditional.traffic.calming.strategies.rely.heavily.on.the.first.three.“E’s”,. but this document considers
the addition of Empowerment. Public
empowerment allows community members to take initiative and have an active role. Numerous cities across the nation have engaged their communities in such programs, with impressive results including less speeding and increased street safety.

1.4 The Three Tiers
The.traffic.calming.measures.herein.are.categorized.into.three.Tiers,.with.each.Tier.increasing.in. complexity.. Using. this. comprehensive. Tier. strategy,. the. City. intends. to. address. traffic. calming. issues. with. the. most. effective. and. least. intrusive. measures. (Tier. I. or. Tier. II). where. appropriate. and. seek. out. harder-to-implement. measures. (Tier. III). as. needed.. The. traffic. calming. Tiers. are. categorized as follows:

Tier I
All concerns from the residents are initially evaluated for suitability of Tier I strategies.

Tier I
measures.are.the.least.complex.of.the.traffic.calming.measures,.involving.only.minor.engineering. analysis and design considerations and they do not require additional community support. Tier I measures typically have lower implementation costs.

Tier II
After.determining.that.Tier.I.strategies.may.not.adequately.address.traffic.calming.concerns,.Tier.

II.solutions.are.investigated..Under.this.tier,.additional.field.observations.and.data.collection.are. required for evaluation. Some Tier II
improvements (Tier IIb measures) necessitate community
outreach and support, as these measures may involve physical enhancements that may not be universally supported.

Tier.II.enhancements.are.more.expensive.and.time.intensive.than.Tier.I.enhancements.but.less. than Tier III enhancements.

ATTACHMENT 1

Page 8 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 5 Tier III
Tier.III.strategies.typically.require.substantial.field.observations,.data.collection,.public.outreach,. and.community.support.prior.to.implementation..Tier.III.traffic.calming.strategies.are.permanent. physical. modifications. to. the. roadway. that. will. alter. traffic. flows,. roadway. configurations,. and. driver behavior. These solutions are substantially more costly than Tier I or II solutions (thereby
often depleting limited funding sources) and take a substantial amount of time to implement (often.years).due.to.complex.design.considerations,.staffing.hours,.and.community.input.

1.5 How to Use This Document
This.document.is.subdivided.into.three.chapters.to.guide.City.officials.and.residents:
• Chapter.1.provides.an.introduction.to.traffic.calming.and.key.concepts,.such.as.the.4.E’s. of.traffic.safety.and.the.three.tiered.approach.to.Napa’s.NTCP.. • Chapter 2 describes the NTCP process from an initial application by a community member to implementation by the City.
• Chapter.3.discusses.the.measures.that.the.City.will.use.to.resolve.traffic.calming.issues.

The.figure.on.the.following.page.is.intended.to.help.direct.City.officials.and.residents.through. this document.

ATTACHMENT 1

Page 9 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 6 ATTACHMENT 1

Page 10 of 96 ends

2 IMPLEMENTATION
PR
OCESS
ATTACHMENT 1

Page 11 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 8 2

IMPLEMENTATION PROCESS
The.Neighborhood.Traffic.Calming.Program.aims.to.involve.both.City.of.Napa.staff.and.community. members. in. the. development. and. implementation. of. traffic. calming. measures.. Therefore,. the.

NTCP process is intended to be transparent, consistent, and straightforward.

The City of Napa’s NTCP process is divided into seven primary steps:

This section discusses
the roles and responsibilities of both the City and community (Section 2.1), the.seven.steps.of.the.NTCP.(Sections.2.2.through.2.8),.and.includes.a.detailed.flow.chart.of.the. entire NTCP process (Section 2.9).

ATTACHMENT 1

Page 12 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 9 2.1 Roles and Responsibilities
The City
The City is responsible for maintaining a transportation system that provides safe access for
all travel modes. The City’s Public Works Department . accepts. traffic-related. concerns. from. the. community. year-round. and. will. utilize. the. most. appropriate. approaches. identified. in. this. document.to.plan,.design,.construct,.and.maintain.traffic.calming.measures..The.staff.will.conduct. critical.field.reviews,.complete.investigations,.receive.community.feedback,.design.improvements,. and.pursue.construction.funding..The.staff.will.coordinate.with.other.City.departments.(e.g.,.Fire. and Police) and
regional agencies (e.g., public transit) that may have an interest or service impact due.to.the.proposed.traffic.calming.improvements..It.is.expected.that.the.available.budget.will. be.limited,.and.not.all.recommended.improvements.can.be.implemented.in.a.fiscal.year..Staff.will. maintain a list of projects
with priorities for future implementation as funds become available.

Any roadway narrowing, vertical measure, or other features that may impact emergency response times must be reviewed by the Fire Department as early as possible in the NTCP process, and designs must be approved before construction.

The Community
The.community.acts.as.the.informant.to.the.City,.sharing.any.traffic-related.issues.and.concerns. that. affect. their. safety. and. livability.. T o. make. this. program. successful,. the. community. must. become.engaged.in.understanding.traffic.calming.issues.and.the.advantages,.disadvantages,.and. applicability.of.the.different.measures..Since.some.traffic.calming.measures.have.disadvantages. that may negatively
impact adjacent streets or neighborhoods, community support is required through. the. initial. application. process. (20. percent. approval. of. affected. residents). and. prior. to. making.any.Tier.IIb.or.III.improvements.(60.percent.approval.of.affected.residents)..The.community. should work to garner consensus on a neighborhood
level to act as one voice and with one
directive. Additionally, the program intends that the residents spread the message within their neighborhoods.regarding.the.benefits.of.slowing.traffic.on.city.streets.and.enhancing.everyone’s. safety and livability.

ATTACHMENT 1

Page 13 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 10 2.2 Application (Reporting a Concer
n)
The.process.begins.when.a.concern.is.identified.by.the.community..A.member.of.the.community. expresses.their.concern.by.filling.out.a.NTCP.Application.Form..The.NTCP.Application.Form.can. be found on the
City’s NTCP webpage (https://www.cityofnapa.org/1180/Neighborhood-Traffic- Calming-Program) or in Appendix B. The requestor provides a detailed account of the observed concern.on.the.form.and.will.serve.as.a.primary.point.of.contact.with.City.staff.

As part of this initial process, the City and requestor verify that the NTCP is the correct mechanism
to.address.the.concern..An.initial.screening.checklist.is.used.for.this.verification..The.following.two. metrics.must.be.checked.by.the.requestor.and.satisfied.for.determining.NTCP.eligibility:
• The roadway1.is.classified.as.a.collector.or.local.street.as.specified.in.the.City.of.Napa’s. 2040 General Plan2.
• The posted speed limit on the roadway3 is 35 MPH or less.

Additionally, as part of the application submittal, the requestor is required to collect signatures
from. community. members. that. may. be. affected. by. the. concern.. The. application. requires. 20. percent of residents residing within 500 feet of the concerned location to acknowledge and
concur with the concerns being raised. The requestor can coordinate with the City’s Public Works Department to identify which residents should be included.

After all components are completed, the requestor will submit the NTCP Application Form to the City for initial evaluation. See Appendix B for details on submitting the application form. 1 For concerns at inter
sections, the criteria are applicable to both intersecting roadways. (Does not apply to intersecting residential or commercial driveways.)
2 The road classification may be found in the City’
s 2040 General Plan, which is available on the City’s website at https:// napa2040.com/, in Figure 3-1 Future Roadway Network.
3 or concerns at inter
sections, the criteria are applicable to both intersecting roadways. (Does not apply to intersecting residential or commercial driveways.)
ATTACHMENT 1

Page 14 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 11 4 For concerns at inter
sections, the criteria are applicable to both intersecting roadways. (Does not apply to intersecting residential or commercial driveways.)

2.3 Evaluation and Notification
Once an application
is received, the City will review the concern for NTCP applicability. In addition to the two metrics discussed in Section 2.2, the City will collect data (if needed) and will review the.request.using.five.additional.metrics..Note,.not.all.metrics.need.to.be.satisfied.to.meet.NTCP. applicability.
• The roadway4 meets the following vehicle per day (vpd) thresholds:
ᆤ Locals .Roads:.500.vpd.or.greater;
ᆤ Collector Streets: 1,000 vpd or greater.
• Roadway segments have to be greater than 500 feet.
• The 85th-percentile.speed.of.traffic.exceeds.the.posted.speed.limit.by.at.least.five.mph. • Has a crash history.
• Located in a school zone or along a bike route.

The City will make
a determination on applicability based on all seven metrics. Regardless of the determination, the City will inform the requestor of the results of NTCP applicability, typically within 60 calendar days of receiving an application. Note, it should be recognized that some data collection
.(traffic.volumes.or.speed.data).may.need.to.be.collected.by.the.City.(sometimes.when. schools.are.in.session);.as.such,.determination.times.may.in.some.cases.extend.past.the.60-day. target.

If.the.concern.is.applicable.for.the.Neighborhood.Traffic.Calming.Program,.the.City.will.analyze. the.concern.to.determine.if.Tier.I.measures.would.likely.be.sufficient.for.addressing.a.problem.or. if Tier II or III measures would be required.

2.4 Neighborhood Support
Neighborhood Support is a
crucial component of a successful NTCP, as it promotes an open discussion.and.understanding.of.traffic.calming.measures.and.their.impact.on.the.community.as. a whole.

As part of the initial application process,
the requestor is required to garner some initial support through a petition process. The requestor must obtain signatures from at least 20 percent of the residents residing within 500 feet of the concerned location to acknowledge and concur with the concerns being raised.

ATTACHMENT 1

Page 15 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 12 After the application is submitted, the City will conduct a preliminary analysis to determine if Tier
I.measures.would.likely.be.sufficient.for.addressing.a.problem.or.if.Tier.II.or.III.measures.would. be required (see Chapter 3). Additional neighborhood support is not required for Tier I and most
Tier. II. measures;. however,. Tier. IIb. and. Tier. III. measures. do. require. additional. support.. Tier. IIb. and Tier III measures require
support from 60 percent of residents residing within 500 feet of the concerned location.

If Tier IIb or III measures are determined to be necessary, the City will coordinate with the requestor to garner additional support. The additional support can be obtained in one of two ways: (1) the requester collects signatures, or (2) the City sends out mailers. The primary way to garner additional support is that the requestor collects signatures. The secondary option where the City sends out mailers may be conducted if requested by the applicant. For both options, the minimum level (60 percent) of neighborhood support is required to be obtained to proceed to the Design and Consensus step of the NTCP process.

2.5 Design and Consensus
During this step in the NTCP process, the City will
collect necessary data and begin designing
measures. to. address. the. concern.. The. level. and. complexity. of. the. design. required. for. each. measure varies by
Tier. Tier I measures generally involve little-to-minor engineering analysis and.design,.Tier.II.measures.involve.moderately.complex.engineering.analysis.and.design,.and.

Tier. III. measures. require. extensive. engineering. analysis. and. design.. During. the. design. phase,.

Public.Works.staff.will.coordinate.with.other.City.departments.(e.g.,.Fire.and.Police).and.regional. agencies (e.g., public transit) that may have an interest or service impact due to the proposed traffic.calming.improvements..Tier.III.measures.typically.require.this.additional.coordination.due. to. the. nature. of. the. physical. improvement.. In. addition. to. more. complex. engineering. analysis,.

Tier IIb and III measures may also necessitate community outreach to gather feedback and build
consensus on a design. In these cases, the City will coordinate with the community (through neighborhood meetings, one-on-one discussions, etc.) to discuss design concepts. Additionally, this outreach can help the community to better understand the overall NTCP process, understand why some measures may have been pursued while other measures were not, and be informed on project progress.

T o
.account.for.these.components,.the.City.will.prioritize.the.use.of.Tier.I.solutions.first..However,. depending.on.the.complexity.of.the.issue,.the.City.may.recommend.that.Tier.II.or.III.solutions.be. pursued immediately.

2.6 Prioritization and Funding
The.NTCP.aims.to.provide.equitable,.efficient,.and.uniform.traffic-related.solutions.throughout. the City. After the Design and Consensus phase,
the City will conduct an evaluation to determine
whether.the.selected.traffic.calming.measure.can.be.funded.within.the.existing.budget..If.there.is. not.sufficient.funding.to.implement.the.measure,.the.City.will.pursue.additional.funding.sources. (i.e. grant
funding, etc.). As there may be times when there is not enough funding for all projects to be implemented, NTCP projects are compared among one another to prioritize projects.

ATTACHMENT 1

Page 16 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 13 A. methodology. to. prioritize. traffic. calming. projects. has. been. developed. for. the. City. of. Napa. that. takes. into. consideration. concern. severity. and. benefit. potential.. Table 1 illustrates the
City’s 100-point scoring system to determine project prioritization through the NTCP process. It emphasizes.the.significance.of.speeds,.collisions,.traffic.volumes,.proximity.to.schools.and.other. pedestrian.generators,.and.includes.additional.traffic.calming-related.items.

Table 1. Scoring Cr
iteria for Traffic Calming Consideration
Criter
ia Point Definitions Points
Available
85th Percentile
Speed
2 points for every 1 MPH above the posted speed limit (85 th-percentile speed must be at
least 5 MPH over the posted speed limit to be considered for speed-related.traffic.calming)
35 Crash History 3.points.for.each.preventable.crash.within.the.last.five.years 25 Traffic Volumes

1.point.for.0-500.average.daily.traffic.(ADT)
2 points for 501-1,000 ADT
3 points for 1,001 – 1,500 AD
T
4 points for 1,501 – 2,000 ADT
5 points for > 2,000 ADT
5 Cut-through
Traffic
4 .points.if.at.least.25%.of.traffic.volume.is.cut-through

2.points.for.each.additional.5%.(Up.to.40%.max)
10 Vicinity to
Schools 5 points if the street fronts or provides access to a school 10 Pedestr
ian
Generators
5 points if the location is within 1,000 feet of a pedestrian generator (such as a bus stop, civic facility, place of worship, restaurant, park, etc.) 5 Additional
Concerns
2 points if visibility restrictions result from roadway geometry 2 points if the segment is a bike or pedestrian corridor 2 points if the street has no sidewalks or sidewalk gaps are present 2 points if the segment is > 1,000 feet in length
2 points if the segment is > 40 feet in curb-to-curb width 10 Total 100
ATTACHMENT 1

Page 17 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 14 2.7 Implementation
Typically,. Tier. I. measures. can. address. the. most. prevalent. and. straightforward. traffic. calming. issues.and.problems..As.such,.the.City’s.NTCP.strategy.prioritizes.the.use.of.Tier.I.measures.first..

However,.depending.on.the.complexity.of.the.issue,.City.staff.may.recommend.that.Tier.II.or.III. measures be pursued immediately.

Due to the nature of Tier II and Tier III measures, the implementation process generally takes a substantial.amount.of.time..These.measures.require.additional.data.collection,.a.more.complex. design process, and Tier IIb and Tier III measures require additional neighborhood support.

For
physical measures, construction time, right-of-way, and utility needs must also be taken into account. Additionally, these measures typically have higher implementation costs which may necessitate
.seeking.additional.funding.sources.and.may.extend.the.implementation.timeline.

2.8 Monitoring and Ev
aluation
Monitoring. and. evaluation. are. crucial. components. to. the. success. of. the. Neighborhood. Traffic.

Calming. Program.. Monitoring. and. evaluation. helps. determine. the. effectiveness. of. individual. projects,.as.well.as.whether.adjustments.to.the.toolbox.or.Program.are.needed.to.better.meet.the. needs of the City of Napa.

Monitoring,. including. periodic. review. of. roadway. safety. data. (such. as. collision. data,. traffic. volumes,.speeds,.etc.).can.assist.in.evaluating.both.the.Program.as.a.whole,.as.well.as,.specific. traffic.calming.projects..

Post-project.evaluations.(PPE).can.be.used.to.determine.whether.a.specific.traffic.calming.project. has.effectively.addressed.the.community.concerns,.and.to.determine.whether.additional.measures. are. necessary,. or. whether. a. measure. should. be. relocated. to. increase. effectiveness.. Evaluation. should.occur.after.a.period.of.normalization.(typically.three.to.six.months.after.implementation)..

PPEs can be both qualitative and quantitative in nature.

Feedback can be solicited from the
community. through. interviews. and. surveys. to. gauge. whether. the. traffic. calming. solution. has. successfully. addressed. the. concerns.. Additionally,. through. additional. data. collection. efforts,. a. before-and-after comparison may illustrate measurable impacts, such as reductions to operating
speeds.or.in.traffic.volumes..

2.9 Process Flow Chart
The.flow.chart.(Figure 1 and
Figure 2) provided on the following pages depicts a typical review and.approval.process.for.traffic.calming.requests.

ATTACHMENT 1

Page 18 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 15 Figure 1. NTCP Decision Making Pr
ocess (Tier I)
ATTACHMENT 1

Page 19 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 16 Figure 2. NTCP Decision Making Pr
ocess (Tier II and Tier III)
ATTACHMENT 1

Page 20 of 96 ends

3 TRAFFIC CALMING
ME
ASURES
ATTACHMENT 1

Page 21 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 18 3

TRAFFIC CALMING MEASURES
The.City.of.Napa.Neighborhood.Traffic.Calming.Program.(NTCP).identifies.various.traffic.calming. solutions.across.four.“E”.categories.(Engineering, Education, Enforcement, and Empowerment)
and.three.different.tiers..Through.this.approach,.the.City.can.evaluate.traffic.safety-related.concerns,. identify suitable solutions, garner community support, prioritize projects, and implement when
funds become available.

This.section.discusses.the.improvement.types.associated.with.each.tier..Differences.between.tiers. are. explained. in. detail. to. increase. clarity. and. comprehension. of. the. measure. and. their. typical. application. Appendix A . contains. a. toolbox. with. numerous. solutions. and. strategies,. relevant. graphics,. specific. advantages. and. disadvantages,. and. approximate. implementation. costs. 3�1 Tier I
All. traffic. calming. concerns. from. residents. are. initially. evaluated. for. Tier. I. solutions,. which. are. the most fundamental strategies.

They do not require a comprehensive engineering review or additional. neighborhood. support.. Tier. I. traffic. calming. measures. are. typically. lower-cost. and. quicker to implement.

Tier I
Lower-cost improvements that require
minimal engineering design
and community outreach.

Tier II
Improvements that require some engineering analysis, design, and community outreach.

Tier III
Requires. extensive. engineering. analysis,. design,. community. outreach and funding.

ATTACHMENT 1

Page 22 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 19 Education
Community is provided with educational materials that
inform them of
traffic,.pedestrian,.and.bicycle.safety.issues..Information.is.disseminated.via. brochures, website, and videos, which may be general in nature or focused on. a. specific. mode. of. transportation.. The. distribution. of. educational. materials can target all age groups or
the community as a whole and provides
a. gentle. reminder. of. the. rules. of. the. road,. the. benefits. of. safe. driving,. and information on future and ongoing roadway improvements. With increased
. exposure. to. educational. material. and. periodic. reinforcement,. observable changes in driver behavior are possible.

Empowerment
Empowering. the. public. with. useful. information. on. the. benefits. of. traffic. calming, available strategies,
and the City’s policies and procedures are
valuable tools included in this program. There are limited opportunities for public empowerment due to the basic nature of Tier I complaints and concerns.

Enforcement
Tier I concerns do not rely heavily on law enforcement, but it is possible
.to.increase.compliance.with.traffic.and.parking.regulations. by providing a site presence at locations with
repeated complaints of
traffic.violations..The.presence.of.law.enforcement.and.the.issuance. of warnings may result in reduced speeds and an environment that is safer for all users. It can foster improved relationships between the
community and law enforcement as they collaborate to address fundamental.traffic.and.safety.issues.

Engineering
Engineering measures under Tier I include lower-cost
measures that typically involve a quicker
implementation timeline. Tier I measures include striping, markings, and signage.

ATTACHMENT 1

Page 23 of 96 ends

20 City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 3�2 Tier II
After.determining.that.Tier.I.strategies.may.not.adequately.address.traffic.calming.concerns,.Tier.

II.solutions.are.investigated..Under.this.tier,.additional.field.observations.and.data.collection.are. required for evaluation.

Tier IIb improvements necessitate community outreach and support, as these strategies may involve physical enhancements that may not be universally supported. Tier II.enhancements.are.more.expensive.and.time.intensive.than.Tier.I.enhancements.but.less.than.

Tier III enhancements.

Education
Tier II places an increased
emphasis on public education initiatives and may include safety campaigns such as the Street Smarts Program.

Empowerment
Tier IIb measures require additional neighborhood support and may involve community input during the design and consensus phase. Both neighborhood support and community input provide opportunity for empowerment as community members collaborate and establish consensus
.for.the.traffic.calming.desires.of.their.neighborhood.

Enforcement
Enforcement measures
in Tier II include increased patrols and the
issuance.of.citations.for.traffic.infractions..When.traffic.concerns. cannot be addressed
through other measures, increasing patrols
may bring about safer transportation operations. By issuing citations,.police.officers.reinforce.the.importance.of.compliance.with. traffic.and.parking.regulations..

Engineering
When.Tier.I.strategies.are.not.fully.effective,.the.City.staff.shall.perform.necessary.field.observations. and collect data to
identify appropriate Tier II solutions. Tier II engineering enhancements are more.expensive.and.take.longer.to.implement.than.Tier.I.measures.and.may.necessitate.additional. neighborhood support and collaboration.

Engineering improvements available under Tier II
include.dynamic.feedback.signs,.rectangular.rapid.flashing.beacons.(RRFBs),.and.multimodal.road. reconfigurations.(commonly.referred.to.as.roadv.diets)..

ATTACHMENT 1

Page 24 of 96 ends

Int laci doluptat ut elicia quatur soluptat pedist ent. 21 City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 3�3 Tier III
Before. implementation,. Tier. III. strategies. typically. require. substantial. field. observations,. data. collection,. public. outreach,. and. community. support.. Tier. III. traffic. calming. strategies. include. many. permanent. physical. modifications. to. the. roadway. that. may. alter. traffic. flows,. roadway. configurations,.and.driver.behavior..These.solutions.are.more.costly.than.Tier.I.and.II.solutions. and take a substantial amount of time to implement.

Education
Tier.III.educational.measures.further.extend.Tier.I.and.Tier.II.strategies..These.measures.are.more. intensive and focused in nature. Such strategies may include focused safety training, including components of the S
treet Smarts Program.

Empowerment
Tier III empowerment strategies include safety initiatives such as the Pace Car Program. A Pace Car Program, where volunteering residents sign a pledge to drive at or below the posted speed limit, has been successful in many cities, including Seattle, Salt Lake City, Palo Alto, San Leandro, El Cerrito, Walnut Creek,
.and.Capitola..Tier.III.empowerment.programs.bring.significant. benefits.to.the.community.as.engagement.and.acceptance.of.traffic. calming strategies spread.

Enforcement
Tier. III. enforcement. strategies. involve. stepped-up. efforts. from.

Tier II enforcement and
may include focused enforcement. Focused
enforcement. provides. police. presence. at. specific. locations. and. times. in which the
most problematic conditions are observed. These methods effectively. alert. the. community. that. traffic. safety. is. a. high. priority. to. the. City. and. that. the. City. is. committed. to. full. compliance. with. traffic. regulations. and. observing. safety. practices.

Engineering
Tier. III. engineering. strategies. involve. significant. physical. improvements. that. require. extensive. engineering analysis, design, and community enga
gement, and they are typically slower to
implement..Tier.III.engineering.strategies.are.explored.when.other.measures.are.not.suitable.or. are.ineffective.in.addressing.the.particular.traffic-related.concerns..Examples.of.Tier.III.engineering. measures.include.bulbouts,.chokers,.speed.cushions,.raised.crosswalks,.traffic.circles,.single-lane. roundabouts, and half- or full-street closures.

ATTACHMENT 1

Page 25 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 22 3.4 Traffic Calming Toolbo
x
The. City. of. Napa. Neighborhood. Traffic. Calming. Program. T oolbox. (Appendix A ). expands. on.

Table 2.below,.which.provides.a.list.of.traffic.calming.measures..The.Traffic.Calming.T oolbox.was. developed. through. a.research-based. and.community-driven.process. and.utilizes. the. four. “E’s”. approach – Education,
Enforcement, Empowerment, and Engineering. Appendix A goes into detail on the advantages, disadvantages, and suitability of each of the measures. It is intended that.the.measures.included.in.the.T oolbox.will.assist.the.City.and.its.residents.to.achieve.the.NTCP. goals.of.lowering.traffic.volumes.and.reducing.vehicular.speeding.on.neighborhood.streets,.and. enhancing safety for
all roadway users. The City retains its right to install, modify, or remove any traffic.calming.measure.to.ensure.public.safety.and.accessibility.

Table 2. List of T
raffic Calming Measures
Measures Tier
Education Strat
egies
1 Street Smarts Program II, III
Enforcement Strategies
2 Targeted Location Speed Enforcement I, II, III
3 Increased Patrol and Warnings/Citations II, III
Empowerment Strategies
4 Pace Car Program III
Engineering Strategies
5 Edgeline/Centerline Striping I
6 Speed Legends I
7 Signage I
8 Botts.Dots./.Raised.Reflectors/.Rumble.Strips/
T extured.Pavement
I
9 High-Visibility Crosswalks I
10 Dynamic Speed Feedback Signs II
11 Rectangular Rapid Flashing Beacons II
12 Angled P
arking IIb
13 Multimodal.Road.Reconfiguration.(Road.Diet) IIb, III ATTACHMENT 1

Page 26 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 23 Measures Tier
14 Quick Build / Pilot Projects II, IIb
15 Bulbouts / Neckdowns III
16 Chokers / Pinchpoint III
17 Center Island Narrowing/ Pedestrian R
efuges III
18 Pedestrian Hybrid Beacon III
19 Traffic.Circles III
20 Roundabouts (Single-Lane) III
21 Lateral Shifts III
22 Chicanes III
23 Speed Table III
24 Speed Cushion III
25 Raised Crosswalks III
26 Raised Intersections III
27 Forced Turn Islands III
28 Diagonal Diverters III
29 P
artial Closures / Half-Street Closures III
30 Full Closures III
ATTACHMENT 1

Page 27 of 96 ends

4 REFERENCES
ATTACHMENT 1

Page 28 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 25 4

REFERENCES
The following references were used in the revision of Napa’s NTCP. Additional information is provided in Appendix C.

Complet
e Streets
• Federal Highway Administration
• National.Associations.of.City.Transportation.Officials.-.Global.Street.Design.Guide • National Cooperative Highway Research Program
S
treet Smarts Program
• City of Benicia
• City of Cupertino
• City of Davis
• City of Napa
• City of Santa Rosa
• City of Salinas
• City of San Francisco
• San Ramon Valley Street Smarts
• Santa.Clara.County.Traffic.Safe.Communities.Network
• Street Smarts Marin (Marin County)
• West Contra Costa County Safe Communities Program
• Monterey County Health Department
Speed Management
• City of Napa – Local Roadway Safety Plan
• Federal Highway Administration
• Institute.of.Transportation.Engineers.–.A.Guide.to.Vertical.Deflection.Speed.Reduction.

Techniques
ATTACHMENT 1

Page 29 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 26 Traffic Calming
• Alameda County
• City of American Canyon
• City of Dinuba
• City of Hayward
• City of Livermore
• City of Los Gatos
• City of Millbrae
• City of Oceanside
• City of Palo Alto
• City of Pleasanton
• City of San Diego
• City of San Francisco
• City of San Jose
• Federal.Highway.Administration.&.Institute.of.Transportation.Engineers.–.Traffic.Calming. ePrimer
• Federal.Highway.Administration.&.Institute.of.Transportation.Engineers.–.Traffic.Calming.

State of the Practice
• National.Association.of.City.of.Transportation.Officials • Smart Growth America
• Town of Los Altos Hills
Vision Zero
• City of Chicago
• City of Los Angeles
• City of Portland
• City of Napa – Local Roadway Safety Plan
• City of New York
• City of San Antonio
• City of San Diego
• City of San Francisco
• City of San Jose
• National Cooperative Highway Research Program - Towards Zero Deaths • National.Highway.Traffic.Safety.Administration.-.Fatality.Analysis.Report.System • National Safety Council - Road to Zero Coalition
ATTACHMENT 1

Page 30 of 96 ends

5 GLOSSARY
OF

ACRONYMS
ATTACHMENT 1

Page 31 of 96 ends

City of Napa Neighborhood Traffic Calming Program — DRAFT October 2023 28 5

GLOSSARY OF ACRONYMS
4 E’s – Education, Enforcement, Engineering, and Empowerment AAA
– American Automobile Association
AASHTO.–American.Association.of.State.Highway.and.Transportation.Officials ADT.–.Average.Daily.Traffic
BCR.–.Benefit-Cost.Ratio
CRF – Crash Reduction Factor
EMS
– Emergency Medical Services
FARS – Fatality Analysis Report System
FHWA – Federal Highway Administration
HSIP – Highway Safety Improvement Program
ITE – Institute of Transportation Engineers
KSI – Killed and Severe Injury Collisions.

LRSM – Local Roadway Safety Manual
LRSP – Local Roadway Safety Plan
NATCO
.–.National.Association.of.City.Transportation.Officials NCHRP – National Cooperative Highway Research Program
NHTSA
.–.National.Highway.Traffic.Safety.Administration.

NSC – National Safety Council
NTCP
.–.Neighborhood.Traffic.Calming.Program
SWITRS.–.Statewide.Integrated.Traffic.Records.System
TIMS – Transportation Injury Mapping S
ystem
TZD –Towards Zero Death
VPD – Vehicles Per Day
ATTACHMENT 1

Page 32 of 96 ends

APPENDIX A
: CITY OF

NAPA NEIGHBORHOOD

TRAFFIC CALMING

PROGRAM TOOLBOX

APPENDIX A
CITY

OF NAPA

NEIGHBORHOOD

TRAFFIC CALMING

PROGRAM TOOLBOX
ATTACHMENT 1

Page 33 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Benefits:
• Program can be flexible based on need.
• Program is focused on the community as a
whole instead of one block or street.

Disadvantages:
• N/A

1. Street Smar
ts Program
Tier: II & III
Street
Smarts is a nationally recognized traffic safety program, focused on educating students, youth, and adults about safe walking, cycling, and driving behavior. Originally developed by the City of San Jose, this program has been implemented across the nation. Strategies include development and dissemination of information fliers and brochures, in-class training, safety rodeos, print and electronic media campaigns, and billboards.

List of Traffic Calming Measur
es
• Suitable for all age groups and
community settings
•
Can have citywide impacts
• Varies based on level of effort
• Ongoing program requires
annual budget allocation
Cost
Implementation
ATTACHMENT 1

Page 34 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Benefits:
• Reduce speeding
• Enhance pedestrian and bicycle safety.

Disadvantages:
• Localized benefits
• Little or no lasting benefit once
removed.
• Based on compliance with speed limit,
not the desired operating speed of the
street.
•
Enforcement is not zero tolerance and
depends on officer’s discretion.
•
Community members may be angry
when they themselves receive citations
and may demand neighborhood
enforcement to cease.
•
Recommended for roadway
segments with school zones.
•
All road types, but should primarily
be considered on Local Roads and
Collectors for the purposes of the
NTCP.
•
Varies based on level of effort
Cost

2. Target Location Speed Enfor
cement
Tier: I, II, & III
Targeted
speed enforcement is a tool to reduce unsafe speeds and driver behavior. “Targeted” implies selectivity when choosing a focus location, typically where high speeds coincide with high non-auto volumes, such as within a downtown area or within a school zone. Enforcement can be performed through the use of a portable speed radar device that measures and displays a motorist’s speed, or the physical presence of a police officer at the location.

Implementation
ATTACHMENT 1

Page 35 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Positive impacts are temporary unless
programs are continuous.
• Increased workload for Police
Department.
•
Can create negative perceptions of a
neighborhood.
•
Can negatively impact City and
community relations.
•
Enforcement is not zero tolerance and
depends on officer’s discretion.
•
Community members may be angry
when they themselves receive citations
and may demand neighborhood
enforcement to cease.

3. Increased Patr
ol and Warnings / Citations
Tier: II, & III
Traffic
enforcement initiatives can target inappropriate driving behavior, such as speeding. Police departments can issue warnings or citations as needed. The level of enforcement efforts can be dependent upon other competing priorities. Community opinion may vary. • All road types, but should primarily
be considered on Local Roads and
Collectors for the purposes of the
NTCP.
•
School zones.
• Identified locations with higher
collision rates.
•
Roadways with known speeding
concerns.
• Varies based on level of effort
Cost
Implementation Benefits:
• Effective when officers are present.
• Low impact to normal traffic.
• Can increase the effectiveness of other
traffic calming devices.
•
Warnings and citations can promote
education regarding changes in driving
conditions or restrictions.

ATTACHMENT 1

Page 36 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Cost of initial campaign.
• Ongoing program requires annual
budget allocation.
• Improvements require time to occur
and may not be directly measurable.

4. Pace Car Program
Tier: III
A P
ace Car program is a locally delivered, citizen-driven initiative that focuses on raising awareness of speed reduction in a community. Participants (motorists) are asked to sign a pledge and implement it into their driving habits. A bumper sticker is then sent to each participant, which identifies that the driver has agreed to drive courteously, at or below the posted speed limit, and follow other traffic laws.
•
Varies based on level of effort.
• Ongoing program requires annual
budget allocation.

Cost
• Can have citywide impacts.
• Program should be published on a
City webpage.

Implementation Benefits:
• Improve safety and livability of a
neighborhood.
•
Program is focused on the community as a
whole instead of one block or street.

ATTACHMENT 1

Page 37 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Requires periodic maintenance/
increased maintenance costs.
• Does not physically restrict vehicles
from speeding.

5. Edgeline/Centerline Str
iping
Tier: I
Striping
provides definition to a roadway and visually creates an effect of narrower travel lanes, which encourages drivers to slow down. It helps prevent encroachment into parking lanes, opposing travel lanes, and bicycle lanes. Field verification is necessary to determine if application is justified; no additional data or engineering design is required. •
$4.00 per linear-foot for new marking
and striping (6-inch stripe).
•
$2.00 per linear-foot for eradication
of existing markings.

Cost1
• All road types, but should primarily
be considered on Local Roads and
Collectors for the purposes of the
NTCP.

Implementation Benefits:
• Heightens awareness of travel space.
• Potential reduction in travel speeds
between 1 and 5 mph where parallel
parking is added to narrow travel ways and
a reduction of 0.5 mph where shoulder
marking are used.
•
No impact to emergency vehicles.
• Low cost and fast to implement.
• Uses a standard traffic control device easily
recognizable by motorists.

ATTACHMENT 1

Page 38 of 96 ends

6. Speed Legends
Tier: I
Speed legends
help indicate the speed limit of a roadway. They bring additional awareness where signage may not be posted or where a speed limit change occurs. Field verification is needed to determine if application is justified; no additional data or engineering design is required. • $500.00 per legend.

Cost1
• All road types, but should primarily
be considered on Local Roads and
Collectors for the purposes of the
NTCP.

Implementation Benefits:
• Heightens awareness of roadway speed
limit.
•
Low cost and fast to implement.
• Uses a standard traffic control device easily
recognizable by motorists.

ATTACHMENT 1

Page 39 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Does not physically restrict vehicles
from speeding.
• May become less effective over time.
• Can lose effectiveness if used too often.
• Cannot be used to reduce the existing
speed limit without an engineering and
traffic survey.

7. Signage
Tier: I
Signs are
installed at a location to bring awareness to driving speeds or to enhance user safety.

Warning signs can bring awareness to the presence of specific conditions such as a trail crossing, school zone, etc. Speed limit signs define the maximum enforceable speed of a given roadway. The speed limit is set based on geometric design and engineering and traffic surveys. A reduction to the speed limit would require an engineering and traffic survey and may need to be accompanied by changes in roadway geometry.
•
$150.00 per sign removal.
• $250.00 per sign and post removal.
• $300.00 per sign.
• $500.00 per sign and post.

Cost1
• All road types, but should primarily
be considered on Local Roads and
Collectors for the purposes of the
NTCP.
•
Locations where speeding occurs.
• Along roadway curvature.
• Bicycle and Pedestrian crossing
locations.
•
Schools zones.

Implementation Benefits:
• Heightens awareness of roadway speed
limit.
•
Uses a standard traffic control device easily
recognizable by motorists.

ATTACHMENT 1

Page 40 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Requires periodic maintenance/
increased maintenance costs.
• Can degrade neighborhood
attractiveness.
•
Increases noise levels from traffic.
• May impact bicyclists.

8. Bott’s Dots / Raised Str
ips / Textured Pavement
Tier: I
When applied
on roads for traffic calming, rows of dots (Bott’s Dots or raised reflectors) or indentations (such as, ruble strips or textured pavement) in the roadway are installed across a travel lane to physically alert drivers to upcoming changes in the roadway, such as an upcoming stop sign or traffic signal. They can be used along horizontal curves to help reduce vehicles from drifting off course and can be used as a centerline to reduce encroachment into opposing travel lanes. This treatment is especially recommended under low-visibility conditions. •
Bott’s Dots or Rumble Strips: $4,000
per crossing / approach.
•
Raised Reflectors: $250.00 per
reflector.
•
Textured Pavement: $70.00 per
square-foot.

Cost1
• Suitable for Local Roads, Collectors,
and some Arterials, but should
primarily be considered on Local
Roads and Collectors for the
purposes of the NT
CP.
• Recommended where roadway
characteristics change (significant
change in speed limit, horizontal
curve, end of highway, etc.)
•
10,000 vehicles per day.
• ≤ 35 mph speed limit.

Implementation Benefits:
• Improves driver attentiveness to changes in
the roadway.
•
Improves safety under low-visibility
conditions.

ATTACHMENT 1

Page 41 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• More expensive to install and maintain
as compared to a traditional crosswalk.
• Can lose enhanced effectiveness if used
too often.
•
Can become slick when wet.
• May give non-auto users a false sense
of safety.
•
Does not necessarily result in a change
in driver behavior.

9. High-Visibility Crosswalks
Tier: I
High-visibility crosswalks
typically consist of two stripes defining the width of a crosswalk with perpendicular ladder markings along its length. These facilities are considered “highly visible” because they guide pedestrians and can have up to double the detection distance (for drivers approaching the crosswalk) as compared to a standard crosswalk. High-visibility crosswalks can be implemented on their own or in conjunction with other enhancements, such as lighting, additional signage, and pavement markings.
•
$5,000 per crossing.

Cost1
• Midblock crossings or at
intersections.
•
Within school zones.
• Crossings with high bicycle and
pedestrian usage.
•
Roadways with limited lighting.
• ≤ 10,000 vehicles per day. (Source:

FHWA)
•
≤ 35 mph speed limit. (Source:

FHWA)
Implementation Benefits:
• Enhances bicycle and pedestrian safety.
• Improves driver awareness of crossing
locations.

ATTACHMENT 1

Page 42 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Not aesthetically appealing.
• May become less effective over time.
• Installation of permanent signs may be
impacted by the availability of a power
source.
•
May result in higher speeds from
aggressive drivers trying to get a higher
speed readout.

10. Dynamic Speed Feedback Signs
Tier: II
Speed feedback
signs are used as part of targeted location speed enforcement. Signs can be temporary or permanently fixed on street poles. These measures can be installed at locations to bring awareness to driver speeds and can enhance safety of all roadway users. • $15,000.00 to $20,000.00 per sign,
pole, and foundation (based on
power source).

Cost1
• All road types, but should primarily
be considered on Local Roads and
Collectors for the purposes of the
NTCP.
•
School Zones.
• Roadways with known speeding
concerns.
•
Areas with recurring speeding
problems.

Implementation Benefits:
• Provides immediate feedback.
• Low-to-medium cost to implement with
high benefit.
•
Uses a standard traffic control device easily
recognizable by motorists.

ATTACHMENT 1

Page 43 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• May give non-auto users a false sense
of safety.
• Increased implementation and
maintenance costs.
•
Can lose enhanced effectiveness if used
too often.
•
Pedestrians may choose to not push
the button and cross as they deem
appropriate, conflicting with driver
expectations.

11. Rectangular Rapid Flashing Beacons
Tier: II
Rectangular
Rapid Flashing Beacons (RRFBs) are flashing beacons that are used to warn drivers of crossing location such as midblock crossings, trail crossings, school crossings, and other situations where such cautions are warranted. Typically used on lower speed roadways, RRFBs enhance pedestrian crossings (especially at high visibility crosswalks) with high demand or vulnerable users. •
$15,000 to $150,000.00 per location
(may vary based on power source
and location).

Cost1
• Suitable for midblock locations with
high traffic volumes, school zones,
and crossings with high bicycle and
pedestrian usage.
•
≤ 12,000 vehicles per day. (Source:

FHWA)
•
≤ 40 mph speed limit. (Source:

FHWA)
•
Typically for crossings between two
and four lanes. (Source: FHWA)
Implementation Benefits:
• Effective in alerting drivers to stop.
• Enhances bicyclist and pedestrian
safety.
•
Can reduce pedestrian crashes by up to
47% and have yielding rates up to 98%.
(Source: FHWA & NCHRP)
ATTACHMENT 1

Page 44 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Requires more consideration to
improve visibility at crossings and
intersections.
•
May impact bike lanes by creating
conflict between bicyclists and vehicles
backing out.
•
Must still consider wider spaces for
ADA compliance.

12. Angled Parking
Tier: IIb
Angled parking
is the use of angular on-street parking spaces that are rotated between 30 and 90 degrees from the direction of travel. The specific angle varies based on location. Angled parking provides more parking spaces than traditional parallel parking by reducing the width of the travel lanes. Reductions in travel lane widths can reduce driver speeds. Compared to on-street parallel parking, angled parking makes parking maneuvers easier for drivers and provides a wider buffer between pedestrians on the sidewalk and moving vehicles in the travel lane. Special consideration must be made for accessible spaces (ADA).
•
$4.00 per linear-foot for new marking
and striping (6-inch stripe).
•
$2.00 per linear-foot for eradication
of existing markings.
•
$500.00 per Sign and Post.

Cost1
• Suitable for downtown areas,
commercial or mixed-use areas, or
residential streets.
•
Suitable for areas with low bicycle
usage.
•
Requires approval via ordinance
(NMC 10.36.130 and 10.36.140).
•
≤ 3,000 vehicles per day.
• ≤ 35 mph speed limit.
• ≥ 48 feet in roadway cross-section.

Implementation Benefits:
• Can change the perception and
function of a street.
•
Reduces operating speeds.
• Increases on-street parking capacity.
• Creates a buffer between the sidewalk
and moving vehicles.
•
Can reduce pedestrian crossing
distances.

ATTACHMENT 1

Page 45 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• May impact driveway access.
• Increased implementation cost
compared to other traffic calming
measures.
•
Increased maintenance needs/costs.
• Requires significant community
support.

13. Multimodal Road R
econfiguration (Road Diet)
Tier: IIb & III
A Multimodal
Road Reconfiguration (commonly called a road diet) modifies the cross section of a roadway designated for vehicular use. This is accomplished by narrowing the width of the travel lanes and by reducing the total number lanes. Narrow lanes reduce operating speeds and reduce pedestrian crossing distances. Remaining pavement can be used to provide median islands, a two-way left-turn lane, pedestrian refuges, bike lanes, and/or on-street parking. An engineering evaluation is needed to assess site specific impacts.
•
Varies by project (based on location
and improvement type).

Cost1
• Commercial or Mixed-use areas.
• Roadways with high bicycle usage.
• Multilane roadways that are
underutilized.
•
May require Fire Department review/
approval.
•
≤ 25,000 vehicles per day (Source:

FHWA)
•
Four or more lanes (Source: FHWA)
Implementation Benefits:
• Reduces vehicular speeds by an
average speed of three to five mph
(Source: FHWA)
•
Provides opportunity to add or
enhance bicycle lanes.
•
Provides opportunity to add on-street
parking.
•
Promotes multi-modal transportation
use.
•
Provides opportunity to reduce
crossing distances at crosswalks.
•
Provides opportunity to enhance street
beautification.
•
Can reduce total crashes by 19-47%.
(Source: FHWA)
ATTACHMENT 1

Page 46 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Varies by project.

14. Quick Build/Pilot Project
Tier: II & IIb
Quick build
/ pilot projects are reversible, adjustable traffic safety improvements that can be installed relatively quickly compared to major capital projects. Quick build / pilot projects are intended to be evaluated to determine traffic calming benefits. Typical quick-build type improvements include: pavement markings and striping, traffic delineators, signage, parking and loading adjustments, and revising traffic signal timing. Note, quick build / pilot projects exclude the installation of new traffic signals or conversions to all-way stops; both of these measures require detailed engineering studies to satisfy State guidelines. •
Varies by project.

Cost1
• Project dependent but generally
suitable for Local Roads, Collectors,
and some Arterials. Should primarily
be considered on Local Roads and
Collectors for the purposes of the
NT
CP.
• May require Fire Department review/
approval.

Implementation
Benefits:
• Quick to implement in the field.
• Can be used to test different traffic
calming strategies and devices.
•
Can be used as an interim measure
until more permanent devices can be
funded and installed.
•
Can be used to gage community
opinion before committing to
permanent devices (concrete
installation).
https://epasun.org/content/images/2023/03/DJI_0247-HDR.jpg ATTACHMENT 1

Page 47 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvan
tages:
• Not viable for roadways with high
posted speeds limits.
• Not recommended at intersections with
high heavy truck traffic left or right
turns
•
Higher design and construction costs.
• Potential loss of on-street parking.
• May impact emergency vehicle access.
• May impact bus access.
• May impact drainage without proper
engineering.

15. Bulbouts/Neckdowns
Tier: III
A
corner bulbout, also called a neckdown or corner extension, are located at intersections to tighten the curb radii and decrease the width of the roadway. This reduces crossing distances for pedestrians, enhances safety and comfort, and may reduce vehicle speeds. •
$30.00 per square-foot of concrete.
• $70.00 per linear-foot of curb and
gutter.
•
Can vary in order to accommodate
drainage.

Cost1
• Any street corner where extension of
sidewalk is recommended.
•
Appropriate dimensions may
accommodate cyclists and
emergency response.
•
Requires Fire Department review/
approval.
•
Suitable for downtown areas,
locations with high pedestrian
volumes, and in school zones.

Implementation
Benefits:
• Decreases the overall width of the
roadway.
•
Increases visibility of pedestrians.
• Reduces pedestrian crossing distances
and time.
• Encourages slower turning speeds.

ATTACHMENT 1

Page 48 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• May result in loss of on-street parking.
• May impact bicyclists.
• Higher design and construction costs.
• May impact emergency vehicle access.
• May impact bus access.
• May impact drainage without proper
engineering.

16. Chokers/Pinchpoint
Tier: III
Chokers are
midblock curb extensions that narrow a street by widening the public space through the addition of a wider sidewalk or a planting strip. Chokers can be installed on one or both sides of a street. This reduces crossing distance for pedestrians, enhances safety and comfort, and may reduce vehicle speeds.
•
$30.00 per square-foot of concrete.
• $70.00 per linear-foot of curb and
gutter.
•
$300.00 per delineator.
• $500.00 per sign and post.
• Can vary in order to accommodate
drainage.

Cost1
• Suitable for wide residential streets
with persistent speeding concerns
or experiencing heavy cut-through
traffic.
•
Appropriate dimensions may
accommodate cyclists and
emergency response.
•
Requires Fire Department review/
approval.
•
≤ 35 mph speed limit. (Source:

FHWA)
Implementation Benefits:
• Reduces operating speeds by between
1 and 4 mph. (Source: FHWA)
•
Reduces pedestrian crossing distances.
• Enhances neighborhood aesthetic
appeal, especially when landscaping is
included.

ATTACHMENT 1

Page 49 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Landscaping requires continuous
maintenance/increased maintenance
costs.
•
Higher design and construction costs.
• Potential loss of on-street parking.

17. Center Island Narrowing/P
edestrian Refuges
Tier: III
Center islands
are raised islands located along the centerline of a street that narrow the travel lanes at that location. When located adjacent to a pedestrian crossing they are often called pedes- trian refuges. A pedestrian refuge allows for a two-stage pedestrian crossing on busy roadways and creates a narrowing effect on the vehicle travel lanes. The islands are typically landscaped and provide accompanying pedestrian crossing signage and striping. •
$30.00 per square-foot of concrete.
• $70.00 per linear-foot of curb and
gutter.
•
$300.00 per delineator.
• $500.00 per sign and post.

Cost1
• Suitable for wide residential streets
or collector streets with two-lane
bidirectional traffic and center
median (striped or concrete) (≤ 38
feet in cross-section)
•
Recommended for locations with
speeding complaints, with high
pedestrian volumes, or high vehicle
volumes.
•
Requires Fire Department review/
approval.

Implementation Benefits:
• Reduced operating speeds by up to
four mph. (Source: FHWA)
•
Improves pedestrian crossing safety
with an estimated reduction in
pedestrian crashes between 46% and
56%. (Source: FHWA)
•
Provides opportunity for landscaping.
• Enhances street aesthetics and may
serve as a gateway treatment.

ATTACHMENT 1

Page 50 of 96 ends

18. Pedestrian Hybr
id Beacons
Tier: III
Pedestrian
Hybrid Beacons (PHBs) are traffic control devices designed to help pedestrians safety cross high-speed roadways at midblock crossings and uncontrolled intersections. Typically used on higher speed roadways, PHBs enhance pedestrian crossings (especially at high visibility cross- walks) with high demand or vulnerable users.
•
$260,000.00 per location.

Cost1
• Suitable for midblock locations with
high traffic volumes, school zones,
and crossings with high bicycle and
pedestrian usage.
•
≥ 9,000 vehicles per day. (Source:

FHWA)
•
≥ 30 mph speed limit. (Source:

FHWA)
•
Typically for crossings spanning
three lanes or more. (Source: FHWA)
Implementation Benefits:
• Effective in alerting drivers to stop.
• Enhances bicyclist and pedestrian
safety.
•
Can reduce pedestrian crashes by up to
55% and have a 29% reduction in total
crashes. Yielding rates are 96% and
better. (Source: FHWA)
ATTACHMENT 1

Page 51 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Higher design and construction costs.
• Potential loss of on-street parking.
• Requires supplemental signage and
striping.
• Landscaping requires continuous
maintenance/increased maintenance
costs.
•
May impact emergency vehicle access.
• May impact bus access.
• Not recommended at locations with
significant horizontal or vertical
curvature.
•
Not recommended on street with heavy
truck traffic.

19. Traffic Circles
Tier: III
Traffic
circles are installed at small intersections to reduce speeding and cut-through traffic, and improve safety. They are smaller in size compared to traditional roundabouts yet serve similar purposes. Circles can be concrete or fully landscaped which beautifies the intersection and adds to neighborhood livability. They can be difficult for large vehicles (such as fire trucks and buses) to circumnavigate.
•
$30,000.00 per intersection (may
vary based on size, drainage, and
materials used).

Cost1
• Recommended for two-lane
intersections on Local Roadways
with low left turning volume and low
heavy truck usage.
•
Recommended for locations with
elevated accident rates.
•
Appropriate dimensions may
accommodate cyclists and
emergency response.
•
Requires Fire Department review/
approval.
•
≤ 7,000 vehicles per day. (Source:

FHWA)
•
≤ 30 mph speed limit. (Source:

FHWA)
•
≤ 8% grades. (Source: ITE)
Implementation Benefits:
• Reduces the number of points where
vehicles can cross paths and eliminates
the potential for right-angle and head-
on collisions.
•
Reduces operating speeds at the
intersection.
•
Yield-controlled design means fewer
stops, less delay, shorter queues.
•
Provides opportunity to enhance street
aesthetic.
•
5-13 mph reduction in speeds within
200 feet; 1-6 mph in a greater vicinity.
(Source: FHWA)
ATTACHMENT 1

Page 52 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• May require additional right-of-
way from adjacent properties to
accommodate heavy vehicles.
•
Higher design and construction costs.
• Potential loss of on-street parking.
• Requires supplemental signage and
striping.
•
Not recommended at locations with
significant horizontal or vertical
curvature. Special planning and design
considerations are required.

20. Roundabouts (Single-Lane)
Tier: III
Roundabouts
are installed at intersections replacing traffic signals or stop controls. They are used on higher volume streets compared to where traffic circles are used. Roundabouts feature chan- nelized, curved approaches that reduce vehicle speed, entry yield control that gives right-of-way to circulating traffic, and counterclockwise flow around a central island that minimizes conflict points. The reduction in vehicle speed and conflict points at roundabouts can reduce the fatal and severe injury collisions at an intersection. Roundabouts can be concrete, paved, or fully land- scaped, which beautifies the intersection and adds to neighborhood livability. •
$500,000.00 - $750,000.00 per
location (may vary based on size,
drainage, and materials used).

Cost1
• Suitable for Local Roads, Collectors,
and some Arterials.
•
Recommended for two-lane
intersections with low left turning
volume and low heavy truck usage.
•
Appropriate dimensions may
accommodate cyclists and
emergency response.
•
Requires Fire Department review/
approval.
•
≤ 20,000 vehicles per day. (Source:

FHWA)
•
≤ 30 mph speed limit.
• ≤ 6% grades. (Source: ITE)
Implementation Benefits:
• Reduces the number of points where
vehicles can cross paths and eliminates
the potential for right-angle and head-
on crashes.
•
Reduces operating speeds at the
intersection.
•
Yield-controlled design means fewer
stops, less delay, shorter queues.
•
Provides opportunity to enhance street
aesthetic.
•
Converting a traditional intersection to
a roundabout results in a 78% to 82%
reduction in severe and fatal crashes.
(Source: FHWA)
ATTACHMENT 1

Page 53 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Potential loss of on-street parking.
• Landscaping requires continuous
maintenance/increased maintenance
costs.
•
Higher design and construction cost.
• May require right-of-way from adjacent
properties.
•
May impact emergency vehicle access.
• May impact bus access.
• Not recommended for foggy
environments.

21. Lateral Shifts
Tier: III
Lateral shifts
utilize curb extensions to produce a slight twist in the travel lanes on an otherwise straight street. The curb extensions cause the travel lanes to bend one way, then bend back the other way to the original direction of travel. This slight twist in the travel lanes reduces driver speed. Lateral shifts may be accompanied by a center median island to discourage drivers from deviating out of the appropriate lane.
•
$30.00 per square-foot of concrete.
• $70.00 per linear-foot of curb and
gutter.
•
$4.00 per linear-foot for new marking
and striping (6-inch stripe).
•
$300.00 per delineator.

Cost1
• Appropriate for use on a single-lane,
one-way street and on a two-lane,
two-way street. (Source: FHWA)
•
All road types, but should primarily
be considered on Local Roads and
Collectors for the purposes of the
NTCP.
•
Requires Fire Department review/
approval.
•
≤ 35 mph speed limit (Source:

FHWA)
•
≤ 6% grades. (Source: ITE)
Implementation Benefits:
• Reduces midblock travel speeds.
• Discourages cut-through traffic.
• Provides opportunity for landscaping.
• Provides opportunity to enhance street
aesthetic.

ATTACHMENT 1

Page 54 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Potential loss of on-street parking.
• Higher design and construction costs.
• May impact emergency vehicle access.
• May impact bus access.
• Not recommended for foggy
environments.
• May impact drainage.

22. Chicanes
Tier: III
A curb
or striped extension into the roadway that narrows the street forming S-shaped travel path.

Chicanes involve staggered placement of chokers on both sides of the road, creating a meander- ing street. Chicanes can increase the amount of public space available on a corridor and can be activated using benches, bicycle parking, landscaping and other amenities. •
$30.00 per square-foot of concrete.
• $70.00 per linear-foot of curb and
gutter.

Cost1
• Suitable for wide residential streets
and with persistent speeding
concerns.
•
Appropriate for use on a single-lane,
one-way street and on a two-lane,
two-way street. (Source: FHWA)
•
Appropriate dimensions may
accommodate cyclists and
emergency response.
•
Requires Fire Department review/
approval.
•
≤ 3,500 vehicles per day. (Source:

FHWA)
•
≤ 35 mph speed limit. (Source:

FHWA)
•
≤ 8% grades. (Source: ITE)
Implementation Benefits:
• Reduce midblock travel speeds by
between 3 to 9 mph. (Source: FHWA)
•
Can discourage cut-through traffic.
• Provides opportunity for landscaping.
• Provides opportunity to enhance street
aesthetic.

ATTACHMENT 1

Page 55 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Speed reduction limited to within a few
hundred feet of the treatment.
• Causes discomfort for all drivers.
• Increases noise and air pollution.
• Delays emergency response vehicles
two to nine seconds per speed table
(two seconds for a firetruck and nine
seconds for an ambulance treating a
patient). (Source: FHWA)
•
May impact bus access.

23. Speed Table
Tier: III
Speed T
able are vertical pavement deflections (typically 3.0 to 4.0 inches in height) with a raised parabolic shape that extend across the travel way perpendicular to traffic. Speed tables provide a vertical pavement change that raises the wheelbase of a vehicle to achieve speed reductions, but further, incorporate a flat-topped “table” area which provides for a relatively gentle transition. The flat-topped area is sized to accommodate the most typical vehicle wheelbase (usually a passenger car) but can be extended to accommodate other vehicles if desired. Speed tables may accommo- date pedestrian crossings.
•
$15,000 per installation (may vary
based on drainage).

Cost1
• Midblock along residential streets,
commercial streets, in the downtown
area, or in mixed-use developments.
•
Typically on one- or two-lane
roadways.
•
Special consideration must be
taken for bus, truck, and emergency
response routes.
•
Requires Fire Department review/
approval.
•
≤ 4,000 vehicles per day. (Source:

FHWA)
•
≤ 30 mph speed limit. (Source:

FHWA)
Implementation Benefits:
• Reduce midblock travel speeds by
between 4 and 9 mph. (Source: ITE)
ATTACHMENT 1

Page 56 of 96 ends

24. Speed Cushion
Tier: III
A speed
cushion consists of two or more raised areas (typically 3.0 to 4.0 inches in height) placed laterally across a roadway. A speed cushion has gaps (often referred to as “cutouts”) between the raised areas to enable a vehicle with a wide track (e.g., a large emergency vehicle, some trucks, some buses) to pass though the feature without any vertical deflection. •
$7,000 per installation (may vary
based on drainage).

FHWA)
•
≤ 30 mph speed limit. (Source:

FHWA)
Implementation Benefits:
• Reduce midblock travel speeds by
between 5 and 7 mph (Source: FHWA)
•
May reduce cut-through traffic.

ATTACHMENT 1

Page 57 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• May impact emergency vehicle access.
• May impact bus access.
• Requires adequate warning signs.
• Increases noise and air pollution.
• May impact drainage

25. Raised Crosswalk
Tier: III
Raised crosswalks
are elevated, flat-topped pedestrian crosswalks with vehicle ramps on the ap- proaches. They are vertical deflections installed across a roadway to reduce speed and create a safer crossing environment for pedestrians by making them more visible to approaching drivers.

Raised crosswalks need to be marked well and may contain special paving or textures to enhance visibility.
•
$40,000.00 per location (may
vary based on size, drainage, and
materials used).

Cost1
• Suitable for on residential street
(midblock).
•
Suggested near high pedestrian
activity areas such as schools,
shopping centers, recreational
facilities, parks, etc.
•
Requires Fire Department review/
approval.
•
≤ 4,000 vehicle per day. (Source:

FHWA)
•
≤ 30 mph speed limit. (Source:

FHWA)
•
≤ 8% grades. (Source: ITE)
Implementation Benefits:
• Enhances pedestrian visibility and
safety.
•
Slows driver speeds in vicinity.
• Reduces cut-through traffic.
• Allows for decorative treatment,
improving street character.

ATTACHMENT 1

Page 58 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvan
tages:
• May give pedestrians a false sense of
safety.
• Higher design and construction costs.
• Requires periodic maintenance/
increased maintenance costs.
• May impact drainage at the
intersection.
•
May impact emergency vehicle access.
• May impact bus access.

26. Raised Inter
sections
Tier: III
A
raised intersection involves elevating the surface of an intersection to be at-grade with existing sidewalks. They require extensive design and improvements, and are useful in creating a safe “shared- zone,” where pedestrian and bicycle safety is enhanced. A raised intersection is similar to a raised crosswalk but the entire intersection is elevated by about 3.0 to 3.5 inches. •
$100,000.00 per location (may
vary based on size, drainage, and
materials used).

Cost1
• Suitable for downtown areas,
locations with high pedestrian
volumes or with high vehicle speeds.
•
Requires Fire Department review/
approval.
•
≤ 10,000 vehicles per day. (Source:

FHWA)
•
≤ 30 mph speed limit. (Source:

FHWA)
•
≤ 8% grades. (Source: ITE)
Implementation Benefits:
• Can reduce vehicle speeds navigating
the intersection between 0.3 and 1
mph. (Source: ITE and FHWA)
•
Improves pedestrian safety.
• Provides traffic calming on all
connecting streets at the intersection.
•
Improves roadway character and place
making.

ATTACHMENT 1

Page 59 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• May require longer routes.
• May impact emergency vehicle access.
• May impact bus access.

27. Forced Tur
n Islands
Tier: III
Forced turn
islands, also called forced turn channelization, pork chops, or right-turn islands, re- strict traffic from marking certain turning movements when approaching an intersection. They can be used to remove potential conflict points, divert traffic to desired routes, or away from specific neighborhood access points.
•
$30.00 per square-foot of concrete.
• $70.00 per linear-foot of curb and
gutter.
•
$10,000.00 per curb ramp.
• $300.00 per delineator.
• $500.00 per sign and post.

Cost1
• Intersections with high collision
rates.
•
Suitable for Local Roads, Collectors,
and Arterials, but should primarily
be considered on Local Roads and
Collectors for the purposes of the
NT
CP.
• Recommended for locations with
speeding concerns and where
limited access is desired.
•
Requires Fire Department review/
approval.
•
≤ 25 mph speed limit. (Source:

FHWA)
•
35% non-local traffic.

Implementation Benefits:
• Reduce cut-through traffic.
• Restrict undesired left turning
movements.
•
Can provide a refuge for pedestrians.

ATTACHMENT 1

Page 60 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• May divert traffic to surrounding
streets.
• May impact emergency vehicle access.
• Higher design and construction costs.

28. Diagonal Divert
ers
Tier: III
Diagonal diverters
restrict vehicular through movements from occurring at an intersection by allowing only left- or right-turns. They are considered permanent features through installation of barriers or a concrete island. They are usually staggered to create circuitous routes through neighborhoods.
•
$30.00 per square-foot of concrete.
• $70.00 per linear-foot of curb and
gutter.
•
$10,000.00 per curb ramp.
• $300.00 per delineator.
• $500.00 per sign and post.

Cost1
• Suitable for residential streets and
locations where limited access is
desired.
•
Requires Fire Department review/
approval.
•
≤ 3,500 vehicles per day. (Source:

FHWA)
•
≥ 35% non-local traffic (Source:

FHWA)
•
≤ 25 mph speed limit. (Source:

FHWA)
Implementation
Benefits:
• Discourages cut-through traffic.
• Reduces vehicles speeds.
• Provides safer environment for
pedestrians and bicyclists.

ATTACHMENT 1

Page 61 of 96 ends

29. Partial Closur
es/Half-Street Closures
Tier: III
Partial
closures, also known as half-street closures, are permanent street closures through instal- lation of barriers or concrete curb treatments. Half-street closure usually describes a street closed from one direction that allows traffic in the opposite direction. •
$30.00 per square-foot of concrete.
• $70.00 per linear-foot of curb and
gutter.
•
$10,000.00 per curb ramp.
• $300.00 per delineator.
• $500.00 per sign and post.

Cost1
• Suitable for residential streets and
locations where limited access is
desired.
•
Appropriate dimensions may
accommodate cyclists and
emergency response.
•
Requires Fire Department review/
approval.
•
≤ 3,500 vehicles per day. (Source:

FHWA)
•
≤ 25 mph speed limit. (Source:

FHWA)
•
≥ 35% non-local traffic.

Implementation
Benefits:
• Discourages cut-through traffic.
• Provides safer environment for
pedestrians and bicyclists.
•
6 mph reduction in speeds. (Source:

FHWA)
ATTACHMENT 1

Page 62 of 96 ends

City of Napa List of Traffic Calming Measure — DRAFT October 2023 Disadvantages:
• Diverts traffic to surrounding streets.
• Impacts emergency vehicle access.
• Higher design and construction costs.
• Causes circuitous routes with limited
access points.

30. Full Closures
Tier: III
Full-street closures
are permanent street closures through installation of barriers, landscape is- lands, or concrete curb treatments. Full-street closure describes a street closed with a dead end for vehicle traffic but typically allow pedestrian and bicycle access. •
$30.00 per square-foot of concrete.
• $70.00 per linear-foot of curb and
gutter.
•
$10,000.00 per curb ramp.
• $300.00 per delineator.
• $500.00 per sign and post.

Cost1
• Suitable for residential streets and
locations where limited access is
desired.
•
Not suitable for emergency response
unless alternative routes are readily
available.
•
Requires Fire Department review/
approval.
•
Appropriate dimensions may
accommodate cyclists.
•
≤ 4,000 vehicles per day. (Source:

FHWA)
•
≤ 30 mph speed limit. (Source:

FHWA)
•
35% non-local traffic.

Implementation Benefits:
• Prevents cut-through traffic.
• Provides safer environment for
pedestrians and cyclists.
•
3 mph reduction in speeds. (Source:

FHWA)
1: Costs reflected abov
e are approximations. Project/countermea-
sure costs may substantially change based on field conditions.

Design plans developed by the City’s Public Works Department will be used to more accurately estimate implementation costs.

ATTACHMENT 1

Page 63 of 96 ends

APPENDIX B
: PETITION
FORM

APPENDIX B

PETITION
FORM
ATTACHMENT 1

Page 64 of 96 ends

NEIGHBORHOOD TRAFFIC CALMING PROGRAM
—DRAFT OCTOBER 2023
Application for Evaluation

NEIGHBORHOOD TRAFFIC CALMING PROGRAM (NTCP) - APPLICATION FOR EVALUATION PAGE
1 OF 5
Information on filling
out the Neighborhood Traffic Calming Program (NTCP) Application Form is provided from pages 1 to 3. The application form is provided on page 4 to 5. Please fill in as much detail as possible to help the City staff review.

For any application, one community member will be designated as a primary point of contact to coordinate with the City. This person will fill out this section with their contact information.

Detailed information regarding the concern will need to be provided. This includes if the concern is located at an intersection (ex. Berks Street and Dover Street) or pertains to a roadway segment (ex. Wilson Street from Laurel Street to Palmer Street). One application form is required per concern location.

The types of primary concerns that the NTCP is intended to address include cut-through traffic, vehicular speeding, limited roadway visibility, pedestrian safety, bicycle safety, and roadway safety. Applications not related to the above will not be accepted into the NTCP.

Primary P
oint of Contact
Concern Location
The NTCP
is intended to address concerns on neighborhood streets. The process is not intended to be used on the City’s primary arterial system. In order to determine applicability the following two criteria must be met:
•
The roadway is
classified as a “collector” or “local street” as defined by the City of Napa 2040 General Plan (or most recent version), and
• Posted speed limit of the roadway is 35 miles per hour or less.

The road
classification may be found in the City’s General Plan, which is available on the City’s website at https://napa2040.com/, in Figure 3-1 Future Roadway Network.

Based on the type of concern, the following criteria will also be evaluated by the City to determine applicability:
• Meets the following vehicles per day (vpd) threshold:
o Local Streets: 500 vpd or greater
o Collector: 1,000 vpd or greater.
• Road segments must be longer than 500 feet.
• 85th-percentile speed is at least five mph over the posted speed limit. • Has a crash history.
• Located in a school zone or along a bike route.

NTCP Applicability
ATTACHMENT 1

Page 65 of 96 ends

NEIGHBORHOOD TRAFFIC CALMING PROGRAM
—DRAFT OCTOBER 2023
Application for Evaluation

NEIGHBORHOOD TRAFFIC CALMING PROGRAM (NTCP) - APPLICATION FOR EVALUATION PAGE
2 OF 5
To initiate
an evaluation for traffic calming, the primary point of contact must attain signatures from at least 20 percent of properties within a block/blocks where a traffic calming evaluation is being requested. Only one signature per property is counted for the neighborhood support requirement. If there is a condominium or apartment building, each unit is considered a separate “property.” For example, if there are 22 households and one retail store in a block, at least five signatures must be collected. Please use page 5 and 6 to gather signatures. Use additional copies of page 6 as necessary to collect additional signatures.

Note, as part of Step 3 of the NTCP process, the City may require additional signatures to be collected for the installation of some Tier II traffic and all Tier III calming measures. 60 percent of adjacent resident signatures will be required for support under Step 3, if applicable.

For determining the signature collection boundary:

If a traffic concern pertains to a roadway segment, then the study area will include that block, into the intersections at either end, but will not continue through the intersections.

If the traffic concerns are at an intersection, then the study area will include all street segments touching that intersection as far as the next intersection.

Neighborhood Support Section
Street
Parcel/Household
Segment
Concern
Study Area
Street
Parcel/Household
Intersection Concern
S
tudy Area
ATTACHMENT 1

Page 66 of 96 ends

NEIGHBORHOOD TRAFFIC CALMING PROGRAM
—DRAFT OCTOBER 2023
Application for Evaluation

NEIGHBORHOOD TRAFFIC CALMING PROGRAM (NTCP) - APPLICATION FOR EVALUATION PAG
E 3 OF 5
Please submi
t the completed application by email or postal service. The application form and signature page(s) may be emailed to [email protected] with the subject line
“Traffic Calming Application”. Applications may also be submitted by mailing the application to:

Public Works Department, City of Napa
Attn: NTCP
1600 First Street,
Napa, CA 94559
If you
have any questions regarding the application process, please contact City staff by emailing [email protected] or by calling the City’s Public Works department (707) 257- 9520.

Application Submittal
Questions and Additional Information

NOT FOR SUBMITTAL

NOT FOR SUBMITTAL
ATTACHMENT 1

Page 67 of 96 ends

NEIGHBORHOOD TRAFFIC CALMING PROGRAM
—DRAFT OCTOBER 2023
Application for Evaluation

NEIGHBORHOOD TRAFFIC CALMING PROGRAM (NTCP) - APPLICATION FOR EVALUATION PAGE
4 OF 5
Primary P
oint of Contact
Concern Information
Application Submittal
Name
Street Name S
treet Name
Intersection:

Segment:

Or
Via Email:

[email protected]
Subject Line: “T
raffic Calming Application”
Via Mail:

Public Works Department, City of Napa
ATTN: NTCP
1600 First Street
Napa, CA 94559
For more information,
please visit the City’s Neighborhood Traffic Calming Program website, email at [email protected], or call (707) 257-9520.

Types of Concerns (Select all that apply):

Please provide detailed information about your concern(s):

Please submit the completed application by email or postal service.

Street Addr
ess
Email Address Phone Number
Zip Code
and
Street Name Cr
oss Street Cross Street
from to
Cut-through Traffic
Bicycle Safety
Vehicular Speeding Roadway Visibility
Vehicular SafetyPedestrian Safety
Other

NOT FOR SUBMITTAL

NOT FOR SUBMITTAL
ATTACHMENT 1

Page 68 of 96 ends

NEIGHBORHOOD TRAFFIC CALMING PROGRAM — DRAFT OCTOBER 2023

CITY OF NAPA
Signature Form
NEIGHBORHOOD TRAFFIC CALMING PROGRAM - SIGNATURE PAGE ________ OF ________ We, the undersigned, her
eby petition the City of Napa to proceed with the evaluation of the listed locations.

Please include the Primary Contact signature in Line #1. Use additional copies of this sheet as necessary to collect more signatures.

Concern Information
Or
T
ypes of Concerns (Select all that apply):

Bicycle SafetyVehicular SpeedingCut-through Traffic Pedestrian SafetyRoadway Visibility Vehicular Safety Other Street Name
S
treet Name
Street Name
Cross Street Cross Street
Intersection: and
from toSegment:
# Resident Name Address Signatur
e Email (Optional) Phone (Optional)
Want to receive updates on
the progress for this request?
(Yes or No)
Want to serve on a
Working Group?
(Yes or No)

NOT FOR SUBMITTAL

NOT FOR SUBMITTAL
ATTACHMENT 1

Page 69 of 96 ends

APPENDIX C
:

INFORMATION

ON BACKGROUND

STUDIES AND BEST

PRACTICES

APPENDIX C

INFORMATION
ON

BACKGROUND STUDIES

AND BEST PRACTICES
ATTACHMENT 1

Page 70 of 96 ends

City of Napa Information on Background Studies and Best Practices — DRAFT October 2023 Information
on Background Studies and Best Practices
The following
Appendix provides additional information on traffic calming and safety literature and best practices that were used in the revision of the Napa NTCP.

C.1 Str
eet Smarts Program
Developed by
the City of San Jose in 2002, the Street Smarts program is an extensive traffic safety education campaign to change motorist behaviors regardless of traffic calming measures and make streets more accessible and safer for pedestrians and bicyclists. The program aims to reduce vehicle speed and enhance neighborhood street safety using sound engineering, practical education, and proactive enforcement strategies. The program offers multilingual courses in English, Spanish, and Vietnamese that operate on the grassroots level in schools and neighborhoods. The courses involve educational booklets, safety videos, classroom training, and select traffic safety events that improve users’ skills in all age groups, whether driving, walking, or bicycling. San Jose’s Street Smarts Initiative may have contributed to a significant reduction in injury crashes along city streets since the program’s inception. The rate of injury crashes per 1,000 residents dropped from 4.5 in 2002 to 2.4 in 2014 – a 47 percent reduction.

The Street Smarts program comprises three hours of driving, pedestrian, and bicycle behavior education along with a Neighborhood Kit that includes lawn signs, safety tips, driving quizzes, bumper stickers, and other educational materials. The media campaign includes radio messages at peak hours, print articles in magazines, and posters on transit shelters and bus backs. The San Jose Sharks team also promotes the program by displaying messages at their events. For schools, the Street Smarts Back-to-School Traffic Safety Committee partners with City Departments and American Automobile Association (AAA) and distributes flyers to students and parents.

Enforcement in school zones is also established. Along with flyers and banners, the campaign also organizes events for school students to teach safe practices.

With the program’s success, the City of San Jose offered to provide Street Smarts branding and related intellectual resources to other cities at no cost. Many cities across California have rolled out their own Street Smarts program utilizing San Jose’s theme. Some of the agencies are as follows:
•
San Ramon Valley S
treet Smarts – includes the City of San Ramon, the Town of Danville, Contra Costa County, and the San Ramon Valley Unified School District, • Cities of San Francisco, Davis, Santa Rosa, Napa, Benicia, Cupertino, and Salinas, • Transportation Authority of Marin,
• West Contra Costa County Safe Communities Program,
• Santa Clara County Traffic Safe Communities Network, and • Monterey County Health Department.

Besides, several
cities across the nation have initiated their own Street Smarts programs reflecting local branding preferences and approaches.

ATTACHMENT 1

Page 71 of 96 ends

City of Napa Information on Background Studies and Best Practices — DRAFT October 2023 C.2 Vision Zero Initiatives
According to the
National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Report System (FARS), approximately 40,000 people – the population of a small city - are killed on the streets all over the nation every year. In 2020 alone, 6,516 pedestrians and 938 cyclists were fatally involved in roadway crashes, accounting for 19 percent of all fatalities nationally. In California, 3,847 fatalities were reported in 2020, of which 1,167 involved non-motorists (30 percent).

There has been a steady rise in such fatalities over the last ten years. The significant loss of life exacts a tragic toll, extending beyond personal
loss to deep community impacts, including
personal economic costs and emotional trauma
to those suffering; and significant taxpayer
spending on emergency response and long-
term healthcare costs. And because so many fear
for their safety on our streets, there is no true
freedom of mobility, and, as a result, leading to a
compromise in public health.

The Vision Zero initiative believes that traffic
deaths are preventable and that we should
account for human mistakes; saving lives is not
expensive. Thus, with a commitment to traffic
safety for all users and eliminating fatalities from
all transportation modes, the Vision Zero initiative
was established in Sweden in 1997. Following its
global success, many cities in the US, such as New York, Chicago, Portland, San Diego, San Jose, San Francisco, San Antonio, Los Angeles, Santa Barbara, and Seattle, have adopted vision zero guidelines. Other national programs have since been established such as Towards Zero Deaths (promoted by the American Association of State Highway and Transportation Officials (AASHTO), the Federal Highway Administration (FHWA), and numerous state Departments of Transportation (DOTs)) and the Road to Zero Coalition (managed by the National Safety Council (NSC) and which ITE is a steering group member).

In Napa, during the five years between January 2016 and December 2020, there have been 1,207 reported injury-related crashes on City of Napa roads. A breakdown by crash severity and roadway facility is presented in Table 1. Of the total crashes, 123 involved pedestrians (10 percent), and 104 involved bicyclists (nine percent). Seven of the 12 fatal crashes involved non-motorists.

Napa Valley Transportation Authority (NVTA) is currently leading the development of a Napa Valley Vision Zero Plan for all Napa County jurisdictions, including the City of Napa. https://visionzeronetwork
.org/about/what-is-vision-zero/
ATTACHMENT 1

Page 72 of 96 ends

City of Napa Information on Background Studies and Best Practices — DRAFT October 2023 Table C1. City of Nap
a Collisions by Severity and Facility Type (2016 – 2020) Collision Severity
Roadway Segment Intersection Total
Fatal 3 9 12
Severe Injury 4 64 68
Visible Injury 52 354 406
Complaint of Pain 66 655 721
Total 125 1,082 1,207
Portland, OR
Although
Portland’s traffic fatality rate is one of the
lowest in the country, the City intends to achieve zero deaths or serious injuries as they feel that “One Death on Our Streets is Too Many.” Through their Vision
Zero initiative, they aim to develop and implement a
multi-faceted approach that is safe and easy to use by
people of all ages, while providing safe and affordable transportation options. Portland aims to achieve this in ten years through:
•
Street Design that encourages safe behavior
and offers facilities to accommodate all travel
modes;
•
Complete Street network that supports the
most vulnerable users like pedestrians and
bicyclists through separation, and speed reduction;
•
Educate the population who respect and protect one another as they share streets; and • Enforcement of traffic safety laws with a focused effort on high-crash roadway segments and places with the most vulnerable users.

San Diego, CA
With more people
walking and biking, the City of San Diego has taken the initiative to achieve zero fatalities by 2025. The City’s Vision Zero plan aims at reducing traffic deaths to zero by deploying various engineering, educational, and enforcement strategies. Among many other initiatives, the plan includes adopting a Complete Streets Policy, updating the Comprehensive Pedestrian Crossing Policy, completing the Citywide Sidewalk Assessment, the launch of a Safety Education Program, and increasing enforcement in school zones. https:/ /www
.portland.gov/transportation/vision-zero
ATTACHMENT 1

Page 73 of 96 ends

City of Napa Information on Background Studies and Best Practices — DRAFT October 2023 Seattle, WA
The City
of Seattle considers safety for people walking and biking as its top priority. The City aims to commit to a goal of zero fatalities by 2030. Thus, the Vision Zero initiative, through context- sensitive engineering and thoughtful enforcement patrols, streets would be redesigned to reduce risks and improve conditions for everyone. This would be achieved by integrating safety efforts recommended in Pedestrian, Bicycle, Transit, and Freight Master Plans with targeted educational outreach to address behavioral issues.

Los Angeles, CA
Through its Vision Zero initiative, the City of Los Angeles pledged to achieve zero traffic deaths by 2025. The Initiative anchors in a data-driven approach that identifies proven methods and solutions to decrease traffic deaths by designing and operating a road system that accounts for human error. The City believes that although human error is unpredictable, traffic deaths are preventable. For a safe system, engineering, education, enforcement, and evaluation are essential with human life as the priority. Analysis of collision data found that children, seniors, pedestrians, and bicyclists were most prone to fatal and severe injuries.

Towards Zero Deaths
Toward Zero Deaths (TZD) is a national strategy on
highway safety to advocate for eliminating serious
injuries and deaths on our nation’s roadways,
conceptualized by safety practitioners, researchers,
advocates, and others from a variety of disciplines.

The strategy calls for all stakeholders to champion
the idea that one death on our nation’s roadways is
too many, and we must all work together to bring
the annual number of roadway deaths down to zero.

Developed under the National Cooperative
Highway Research Program’s (NCHRP) Report 17-
64, Guidance for the Implementation of the Toward
Zero Deaths National Strategy on Highway Safety,
provides a framework for implementing the TZD
National Strategy at state and local levels. The road
map offers implementation guidance and a checklist
of short- and long-term action steps:
•
Zero Vision and Goal Setting;
• Leadership and Safety Culture;
• Supporting Program Structure;
• Key Partner / S
takeholder Engagement and Communication;
• Technical Assistance and Training;
• Focus on Safety Priorities and Strategies; and
• Implementation and Progress Monitoring.
https://www.towar
dzerodeaths.org/implementing-
the-national-strategy/
ATTACHMENT 1

Page 74 of 96 ends

City of Napa Information on Background Studies and Best Practices — DRAFT October 2023 Road t
o Zero Coalition
The Road to Zero Coalition recently released a comprehensive report laying out strategies to end roadway deaths in the U.S. by 2050. It is the first time so many organizations have collaborated to put forth a plan to address motor vehicle fatalities, which recently increased after years of decline.

The Coalition identified three main initiatives to reduce roadway fatalities:
•
Double down on what works through proven, evidence-based strategies; • Advance life-saving technology in vehicles and infrastructure; and • Prioritize safety by adopting a safe systems approach and creating a positive safety culture.

In the short
term, the Coalition stresses enforcing and strengthening current traffic safety laws, providing new resources for traffic safety researchers and practitioners, and supporting those who design and build roads and vehicles.

C.3 Traffic Calming ePrimer
The Traffic Calming ePrimer is an online resource openly available for public use that was developed by the FHWA in coordination with ITE. The ePrimer presents a thorough review of current traffic calming practices and is presented in eight distinct modules. The ePrimer presents:
•
A definition of traffic calming, its purpose, and its relationship to other transportation initiatives (like complete streets and context-sensitive solutions); •
Illustrations and photographs of 22 different types of traffic calming measures; • Considerations for their appropriate application, including effects and design and installation specifics;
•
Research on the effects of traffic calming measures on mobility and safety for passenger vehicles; emergency response, public transit, and waste collection vehicles; and pedestrians and bicyclists;
•
Examples and case studies of both comprehensive traffic calming programs and neighborhood-specific traffic calming plans; and
•
Case studies that cover effective processes used to plan and define a local traffic calming program or project and assessments of the effects of individual and series of traffic calming measures.

Many components of the Traffic Calming ePrimer are incorporated into the City of Napa’s NTCP.

ATTACHMENT 1

Page 75 of 96 ends

City of Napa Information on Background Studies and Best Practices — DRAFT October 2023 C.4 Speed Management
Speeding - traveling
too fast for conditions or exceeding the posted speed limits - is a contributing factor in 26 percent of all fatalities. In 2020, there were nearly 40,000 fatalities on our Nation’s roadways, of which 11,258 were speeding-related. Speeding is a safety concern on all roads and for all road users. Although much of the public concern about speeding has been focused on high-speed Interstates, only 14 percent (1,344) occurred on interstate highways, rural and urban combined, while 86 percent of speeding-related fatalities occurred on non-interstate roadways. The FHWA maintains a database of references on speed management policy setting, implementation, recommendations, and impacts.

Speeding needs to be assessed in terms of context (place-setting), driver perception, and the physical attributes of the street network. Changing a speed limit on a roadway should never be considered without a proper engineering study; simply lowering the speed limit is not always enough to slow drivers—a wide travel lane design and unobstructed views on many city streets encourage speeding by making drivers feel that it is safe to speed.

In the City of Napa, 22 percent of all reported collisions between 2016 and 2020 were related to unsafe speeds (Source: City of Napa’s Local Road Safety Plan).

C.5 Complete Streets
A Complete Street is safe, and also feels safe, for all users. The majority of States and hundreds of local jurisdictions have adopted Complete Streets policies. The FHWA supports these transportation agencies plan, implement and evaluate equitable streets and networks that prioritize safety, comfort, and connectivity to destinations for all people who use the street network.

Complete Streets serve pedestrians, cyclists, public transportation users, children, older individuals, individuals with disabilities, motorists, and freight vehicles. A Complete Streets implementation strategy combines innovations from multiple disciplines to achieve the creation of safe, connected, and equitable street networks.

Complete Streets implementation starts with people, not transportation mode. The elements of a Complete Street vary based on community context and the role that a particular street needs to serve in the multimodal network. Not every street requires bicycle lanes or public transportation stops. Instead, creating a safe, connected, and equitable Complete Streets network is an iterative strategy that involves:
•
Understanding the community and network context;
• Identifying safety, connectivity, and equity concerns; • Implementing improvements over time; and
• Evaluating impacts by monitoring and measuring success.

ATTACHMENT 1

Page 76 of 96 ends

City of Napa Information on Background Studies and Best Practices — DRAFT October 2023 Complete streets strategies
often lead to roadway cross-section reallocation. Different stakeholders and users view prospective street redesigns from the lenses of their own experiences, preferences, and needs. When practitioners paint a complete picture of the outcomes of a potential street redesign, they help stakeholders and users comprehend other perspectives.

Some key roadway design principles identified in the National Associations of City Transportation Officials’ (NATCO) Global Street Design Guide include:
•
Street for Everyone;
• Streets are Multimodal;
• Streets for Safety;
• Streets as Ecosystems;
• Streets are Multidimensional Spaces; • Greets Streets Create Value; • Streets for Health;
• Streets for Context;
• Streets are Public Spaces; • Streets can Change.

ATTACHMENT 1

Page 77 of 96 ends

APPENDIX D
:

COMMUNITY INPUT

SUMMARY

APPENDIX D

COMMUNITY
INPUT

SUMMARY
ATTACHMENT 1

Page 78 of 96 ends

CALIF
ORNIA | FLORIDA | TEXAS
Corporate Office 4305 Hacienda Drive, Suite 550, Pleasanton, CA 94588 925.463.0611 www.TJKM.com 1 COM

MUNITY IMPUT SUMMARY
Tra
ffic Concerns by Type
169
138
72 27 25 19 18 18
0 20
40 60
80 100
120
14 0
160
180
Speeding Pedestrian
Safety
Bicycle
Safety
Design
Constraints
Lighting and
Visibility
Intersection
Control
Issues
Cut Through Control
Type
Violation
Repo
rted Concerns
Conc
ern Category
City of Napa Community Input Summary — DRAFT October 2023 ATTACHMENT 1

Page 79 of 96 ends

2 C
itywide Roadway with Highest Reported Concerns
(Includes Principal Arterials, Minor Arterials, Collectors, and Local Roads)

NTC
P-Focused Roadways with Highest Reported Concerns
(Includes Collectors and Local Roads)

43 28 26
17 17 17 16 16 15
12 0
5 10
15 20
25 30
35 40
45 50
Jef
ferson
Street
Imola
Avenue
Redwood
Road
3rd Street California
Boulevard
Linda
Vista
Avenue
1st Street Browns
Valley
Road
Silverado
Trail
Trower
Avenue
Rep
orted Concerns
Ro
adways
17 11 11
10 8
7 7 7 7
6 0
2 4
6 8
10 12
14 16
18 Lin
da
Vista
Avenue
Coombs
Street
Shurtleff
Avenue
Buhman
Avenue
Laurel
Street
Clay
Street
East
Avenue
Main
Street
Sierra
Avenue
Solano
Avenue
Rep
orted Concerns
Ro
adways
City of Napa Community Input Summary — DRAFT October 2023 ATTACHMENT 1

Page 80 of 96 ends

3 Co
ncerns by Location

Concerns by Roadway Classification

266
220
0 50
100
150
20 0
250
300
Intersection Concerns Corridor Concerns
Repo
rted Concerns
Loca
tion of Concern
Loca
l St
18%
Major Collector
33%
Minor Arterial
32%
Principal Arterial
16%
Trail
1%
NTCP
City of Napa Community Input Summary — DRAFT October 2023 ATTACHMENT 1

Page 81 of 96 ends

4 Co
ncerns at Intersections

Concerns along Roadway Segments

30% 28%
12%
8% 7% 6% 5% 5%
0%
5%
10%
15%
20 %
25%
30%
35%
40%
45%
Speeding Pedestrian
Safety
Bicycle
Safety
Design
Constraints
Lighting and
Visibility
Intersection
Control
Issues
Cut Through Control
Type
Violation
Perce
ntage
Conc
ern Category
41%
29%
19%
3% 3% 2% 2% 1%
0%
5%
10%
15%
20 %
25%
30%
35%
40%
45%
Speeding Pedestrian
Safety
Bicycle
Safety
Lighting and
Visibility
Control
Type
Violation
Cut through Design
Constraints
Intersection
Control
Issues
Perce
ntage
Conc
ern Category
City of Napa Community Input Summary — DRAFT October 2023 ATTACHMENT 1

Page 82 of 96 ends

5 Co
ncerns at Intersections