Agenda packet — City Council and Authorities Concurrent, October 4, 2022 (part 3 of 3)

Purpose
The City periodically receives through the various City departments public concerns about excessive vehicle speeding and high cut-through traffic on neighborhood streets in the City. In many instances, when motorists are faced with a congested arterial route choose to use non arterial streets on neighborhood streets. This consequently has led to an increase in demand from residents for traffic calming devices to be installed in their neighborhood streets to mitigate the subsequent traffic problems that are either real or perceived.

In reaction to these concerns as well as the desires of the City to provide its residents with a methodical approach to managing and quickly respond to these concerns, the City Manager was requested to develop a comprehensive Neighborhood Traffic Calming Program (NTCP). This program is not intended to replace but rather to supplement current City practices. "Neighborhood Traffic Calming" expresses the· sentiments of residents who wish to maintain peaceful and people-friendly streets within their neighborhoods by either minimizing or eliminating the undesirable impacts caused by the motoring public. While all streets are public property, residents have particular concerns about streets in their neighborhoods. The City understands the concerns residents may have regarding their neighborhood streets and supports the residents in taking a special interest. As such, the NTCP aims to facilitate the maintenance and enhancement of elements characteristic of livable communities, which include elements supporting security and safety of all residents and visitors, the sense of home and privacy, and the feeling of community identification.

The City believes this program will provide a framework which can be consistently applied in addressing a myriad of traffic safety concerns as well as quality of life issues as they are encountered by residents and the City. These concerns include limited sight distance, on-street parking, pedestrian and bicyclists safety, right-of-way control, high incidence of accidents, excessive vehicle volumes and excessive speeding. The program is designed, however, to be flexible enough to respond to case-by-case situations and to be amended as necessary.

Furthermore, the traffic calming measures included as part of the NTCP should be implemented only to address documented safety or traffic concerns supported by traffic engineering studies.

All implementations shall adhere to the guidelines provided in this report unless decided otherwise by the City Traffic Engineer
Neighborhood Traffic Calming Program
Approved 4-27-99
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Has your neighborhood experienced any of the foil owing problems:
□ Limited sight distance - vegetation and parked vehicles. □ Concern for pedestrian safety.
□ Parking control and prohibition.
□ Right-of-way traffic control at intersections.
□ High incidence of accidents.
□ Excessive vehicle volumes.
□ Excessive speeding.

Neighborhood Traffic Calming Program
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Here are some of the solutions for the problems identified:
□ Limited sight distance - vegetation and parked vehicles.

What can be done about sight obstructions or restrictions? • When foliage is the culprit in compromising sight visibility, City forces will either trim or remove the shrub or tree. When the tree is within the resident's property, the City will notify the resident of his/her responsibility to correct the problem. • When parked vehicles or other obstructions are causing a sight restriction preventing motorists from seeing approaching vehicles, the City Council can authorize the City Traffic Engineer to prohibit parking of vehicles, garbage· bins, storage bins, or any other obstruction to provide all road users with adequate sight distance.
□ Concern for pedestrian and bicyclist safety.

How can the City help provide a safe environment for pedestrians? • Police Department conducts pedestrian and bicycle school safety programs ( on request). These programs alert and educate pedestrians and bicyclists to potential safety hazards.
• Suggested safe route to school. programs. Through cooperative efforts between the City, School Districts, and parents a safe route to and from school can be determined.
• Traffic control tools are available that can assist pedestrians and bicyclists in negotiating street facilities. When warranted marked crosswalks, adult crossing guards, flashing beacons, stop signs, traffic signals, detector loops, pedestrian push buttons, etc. can be used.
• When warranted the construction of sidewalks will provide a path for pedestrians to separate them from vehicles, reducing the potential for conflicts. • When warranted and when there is sufficient right-of-way, bicycle lanes and bicycle paths can improve the comfort and safety of bicyclists.

Neighborhood Traffic Calming Program
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• Traffic chokers. These are geometrically designed features that physically narrow the street, reducing the distance for pedestrians when crossing the street.

Stop signs.
intersections.

These assign the vehicular and pedestrian right-of-way at Traffic signals. Electronic traffic control that assigns vehicular and pedestrian right-of-way at intersections. In addition they facilitate traffic flow through the intersection.
o High incidence of accidents.

Depending on the location of reported_ accidents, some of the solutions that Traffic Engineers have to red1.,1ce the number of accidents are the following:
• Speed limit or warning signs. Regulatory signs will inform motorists of the vehicle speeds they are expected to travel and warning signs will alert them to unexpected road conditions.
• Right-of-way control assignments. Where traffic accidents, vehicular volumes, and time delays are substantial, traffic controls like stop signs and traffic signal can help to provide adequate time gaps to enter the intersection. • Road improvements. When warranted the types of road improvements possible are: sidewalks; street lights, street width modification, etc. • Request for increased Santa Clara Police Department Traffic Enforcement.

Selective enforcement provides an education opportunity by adding emphasis on observing the rules of the road.
• Traffic Engineering Studies and Observations. Traffic volume, speed, roadway, and accident studies can be conducted to assess the nature and extent of the problem. Roadway conditions such as sight distances, pavement conditions, traffic signing, pavement markings, and roadway geometry are reviewed to determine the effect they have on the driving conditions. The findings from these studies can be used to help in lessening the traffic concern by either improving the situation or by demonstrating the situation is not as adverse as perceived. • Installation of striping, stop signs, additional and larger speed limit signs, and "25" pavement messages. These are recommended as treatments to increase the motorist's awareness and other driving conditions by highlighting various areas of the roadway.

Neighborhood Traffic Calming Program
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□ Excessive vehicle volumes.

What types of traffic control tools are available to reduce vehicle volumes? • Turn prohibition signs. The success of these regulatory signs will depend on their general acceptance by motorists. When posted, they will prohibit specific turning movements.
• Raised curb medians and forced-tum channelization. These are permanent physical features used as street median barrier or at intersections to prevent through traffic from making turning movements onto local neighborhood streets. • Semi-diverters (half-closures). These are permanent physical structure(s), serving as barriers to prevent access onto local streets by through traffic.

Diagonal diverters. These are permanent physical barriers that are placed diagonally across the intersections to re-direct through traffic away from local neighborhoods.
• Cul-de-sac. A complete physical barrier blocking through traffic. □ Excessive speeding.

How can it be controlled?
• Speed limit signs and "25" pavement messages. Either used separately or as a combination, they are one of the most cost effective measures in increasing the awareness of motorists traveling through a neighborhood street. These two devices do not have glaring negative impacts as far as air quality, emergency response time, maintenance, and liability exposure are concerned. • When warranted geometrically designed features or barriers can be used, such as speed humps and traffic circles to reduce vehicle speeds on local neighborhood streets.

How can the posted speed limit be enforced or monitored? • Radar Speed Trailer. The deployment of the radar speed trailer is coordinated by the Police Department. It is primarily used as an educational tool. The primary intent of the radar speed trailer is to remind motorists of the prevailing speed limit and the need to check their speedometer on a more frequent basis. It is important to note that the trailer is not an enforcement device.

Neighborhood Traffic Calming Program
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Increased Police Enforcement. Police enforcement has proven, over the years, to be the most effective and successful technique in reducing speeds within a residential area. Police presence alone would increase safety awareness in residential streets. Unlike other costly traffic measures, police enforcement has the distinct advantage of impacting offending drivers without affecting the convenience or mobility of motorists who obey the rules of the road. The speeding pattern sometimes crop up again when enforcement activity is not periodically resumed. Due to various City-wide needs and the amount of traffic movement within the City, particularly during commute hours, the Police Department cannot always provide the desired amount and frequency of enforcement residents would like. Without regular periodic enforcement, long-term benefits of speed reduction may be diminished.

Neighborhood Traffic Calming Program
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Traffic Management Strategies
Traffic calming options to address residential traffic concerns can generally be categorized as follows:

1. Meeting with and educating residents to better understand the nature and extent of traffic problem(s). A discussion of potential solutions to those problems often brings to light the likely benefits and potential impacts.

2. Enforcing general laws and ordinances pertammg to speed limits, turning restnct1ons, intersection control and parking regulations. This may entail the establishment or revision of City ordinances.

3. Utilizing traffic controi devices that provide specific regulatory, warning or guide messages to pedestrians, bicyclists, motorists and all users of the roadway.

4. Neighborhood meetings and installing physical geometric design features that influence or direct the movement of vehicles, bicyclists or pedestrians within the neighborhood streets.

In general, these designs cause either vertical or lateral modifications to achieve their objectives. Only when the methods in items 1, 2 and 3 have proven ineffective should these measures be utilized in addressing residential concerns.

As stated, the NTCP is intended to expand the City's current practices to mitigate cut-through traffic, speeding and other traffic-related problems in residential neighborhoods. In line with the management strategies above, traffic calming options available through the NTCP are generally classified under one of the following three categories:
• Level 1 -- These measures are generally comprised of studies, data collection efforts, observations, education, public involvement, enforcement efforts, new striping, new signage, parking controls and the use of the speed radar trailer (see categories 1-3 above).

These measures are sometimes referred to as passive controls. • Level 2 -- These measures include neighborhood meetings and generally require the alteration of the physical configuration of neighborhood streets (see category 4 above).

These measures are sometimes referred to as physical controls and common characteristics are that by their physical form they force or prohibit a specific action. These features are largely self-enforcing and create a visual impression that a street is not intended for through traffic. Level 2 treatments include neighborhood meetings, chokers, chicanes, gateways and rumble strips. While Level 2 measures may possibly negatively impact emergency response times of service vehicles, sound engineering and design in coordination with emergency service departments can reduce the impacts to a minimum.

Neighborhood Traffic Calming Program
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• Level 3 -- Level 3 measures are similar to Level 2 measures in that they require alteration of the physical configuration of neighborhood streets and force or prohibit a specific action, however, the intrinsic features of Level 3 measures critically affect neighborhood access and emergency response. Level 3 treatments include speed humps, traffic circles, median barriers, forced tum channelization, diagonal diverters and cul-de-sacs. Because emergency response routes (see pages 15 and 16) are part of vital routes in providing life-saving services to all City citizens and visitors, they will not be eligible to receive Level 3 treatments.

Neighborhood Traffic Calming Program
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Table 1
Level 1 Neighborhood Traffic Calming Options
Traffic
CalnirYJ
MBslR
Speed
Reduction
8 Tun Re&ridia, ~tle
Sig,s
Volme
Redudioo
Traffic
l'mersion
Yes
Neighborhood Traffic Calming Program
Approved 4-27-99
Noise
lnaease
Yes
asRDue
Loss ct and lnaease
On-S:reet Pa:ess B1ergeq in 9Jeet
Parking Fe.itridion Vetide Mirien-
fe;ponse ance
l"l)ads
N:re Yes N:re
Estirmed
lnstalla:ion
Cost

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Table 2
Level 2 and Level 3 Neighborhood Traffic Calming Options A) LEVEL2
Traffic
Cahring
Mi!aslre
Speed
Reduction
1 1"8~ I Posstie
B) LEVEL3
Volum
FeciJd:ion Noise
Traffic lnaease
Diversion
Fosstie l\b ~
I I
Fosstie lraease
· Rl:;stie
Fosstie Yes
(Hg,)
Volum
as Rcue lnaease
loss ct kDi!.ss and in Smet E:stirmted
Ol-Sreel: Fe;.. Emerges q IVarien- lnstallaion
Parking triction Vehide ance Cost
Response
lfll)ads
~ l\b'le N::,
as Rcute Increase Traffic
Gaining
11,msre
Speed FeciJd:ion Noise Loss rt kDi!.ss and in S:reet Estirmted Reduction Traffic Increase Ol-Sreel: Fes- ErrErgel q Mirien- Installation Diversion Parking triction vt.tlide ance Cost
1 1 Neigy-~..u:! R:!ssi!le Fbssi!le l'b 01a"ge NTe , !\k:ne Neighborhood Traffic Calming Program
Approved 4-27-99
Yes 1i
Response
lfll)ads
l\bne l\b

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Impacts of Traffic Calming Measures
While Level 2 and Level 3 options have the potential to achieve the desired results, they can also present significant problems that compound the initial concern of the resident. From the resident's point of view, the benefits are quite often obvious while the shortcomings may be less apparent. There are different types of traffic calming devices and measures, and their impacts will vary depending on the application and the existing roadway conditions. In recommending the use of Level 2 and Level 3 calming measures, it will be the City's policy to proceed with caution and to fully investigate potential problems associated with their implementation.

In order to determine the suitability of traffic calming devices for remedying residential traffic problems, it is first important to quantify the problem to determine the nature and extent of the problem(s) to be solved. Each problem should be handled on a case-by-case basis and described qualitatively as well. Also, the real problem, not just the perceived concern, must be identified to ensure the solution achieves the desired result. · ·
The experiences of other jurisdictions illustrate that negative impacts must be identified and then weighed against the benefits of the proposed traffic calming method. Furthermore, delays to services including transit, police, fire, ambulance, waste collection, and street cleaning can have adverse implications, resulting in a compromise to neighborhood safety and livability. Traffic calming measures and devices should be applied only where sound engineering judgement justify their use. The City, however, shall strive for a balance between responsive customer service and sound engineering judgement in dealing with residential requests for Level 2 or Level 3 traffic calming devices and measures.

The emergency response route table and map in the following pages show the residential streets that are highly utilized by the Police and Fire Department. Because these streets are part of vital routes in providing life-saving services to all City citizens and visitors, they will not be eligible to receive Level 3 treatments. These emergency response routes, however, are eligible for Level 2 treatments. Like Level 3 devices, Level 2 devices have a negative impact on the response times of emergency vehicles/units, but to a lesser degree.

Neighborhood Traffic Calming Program
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AGATE
Figure 1
Police and· Fire Emergency Response Routes
Two-Lane Residential Streets
SCOTT BLVD.

R S08RANTE AV£
3 "'+,-t: KAISER DR
~;--- },.- \ '\. .-;'t- -
....

M.i.S.

T,~inq No.
,_,.,oe

CITY OF SANTA CLARA

RESIDENTIAL POLICE AND FIRE ROUTES
Neighborhood Traffic Calming Program
Approved 4-27-99
Police end Fire Emergency Routes
2-Lone Residential Streets
Major Arterials
'

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SIREEI
Pgi.e Dive
Pgi.eDive
lgeNRoaj
.AJpine Averw
.AJviso Street
.AJviro Street
/lrg.JSWay
Belem/ Street
Berta, Street
Berta, Street
ad1a1a1 Dive
E:id<irg,an Dive
Cabillo Averw
Calle Ce Prirravera
OronteDive
OydeAverw
Ovic Certer Dive
OorinDive
Cyµ-9$ Averu;;
Ea&\MXX'!Orde
B Sctra1te Aven.e
Flcra Visa Aven:e
-Fort.::ies Aver:.J:

Forchrn Dive
Fa-est Avarua
Frcrds Aveni.e
Gamin Dive
Gade Dive
0"aicdaAveru;;
Q-eerMOOdDive
Halfctd Aven:e
HErdd Aven:e
1-bga,Dive
1-brestead Road
Table 3
Police and Fire Emergency Response Routes
Two-Lane Residential Streets
UMTS
ENTIRELEN'.iTH FRa\11
Frerd'l Street
OYarite Dive
Calcbazac; Creek
X
Berta, Street
ivaket Street
X
Sa-acgaAven.e
VVr::xxJ D.d< Avf!n.Ia
Los Oivos Dive
Bentai Street
Stevens Creek Bvd.

Lav.erceBqM,y.

X
X
X
\J\iarbutcn Averua
Stevens Creek Bvd.

Stevens Creek Bvd.

X
X
Bentai Street
t-tar,,~.....-41\.,,~ll"'l
VQ U r\.Vwl ~
CabilloAven:e
Brod<side Aven.:1:;
X
Pruraiclge Averua
X
Lav.erce BqM,y.

X
X
Forest Averue
X
SanTaras~.

Neighborhood Traffic Calming Program
Approved 4-27-99
TO
1\/biicsllo \/Va;
700 t-bih r:i Olorrite Cr.

Lafayette Street
leMsStreet
i'eM1ai Street
Ja::kscn Street
L.a\M"en:e BqMy.

B Caniro Real
B CaniroReal
IVauida Aven.e
IV!ain Street
1\/trroe Street
Pn.reridge Aven..ie
Pn.reridge Aven..ie
Wc3rbutc:n Aven.ie
LosPa:tesBlvd
1\/trroe Street
Herry Averue
Forta,a Dive
Pomeroy Aven.e
Pn.neridge Averue
. Lafayette Street

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SIREEI
Jcd<scrlStreet
KaiS:lrDive
Keystme Avm:e
l..a<eshl"e Dive
Las Palmas Dive
la.lie Avn.:e
Lirmn Street
Lochrwa-Avm:e
Les Oivos Dive
Les Pa:tes Blvd
fv'a::haiJ Avm:e
Main Street
IVle1< Avm:e
IVlei<et Strea:

M:l..rida Avarua
Mrrce Street
IVbiicello \/Va/
f\e.Mlall Street
t'mli Avm:e
~ Dive
,Pak AVfrl...S
Pea::x:x:i< Avarua
Peq:ier Tree l.a1e
Poircia,a Dive
Paneroy Avarua
&ta-a\/Vaf
Sa.th Dive
Ta, Oa<. Dive
V\atuta, Avm:e
V\atuta, AvetU=
V\b:::f:j D..d< Avf!ll.1=
V\tx:x:t8ns Rcgj
Table 3 (Continued)
Police and Fire Emergency Response Routes
Two-Lane Residential Streets
UMTS
ENTIRE LENGTH FRaVI
Bellany Street
X
&d<irga-n Dive
X
1-k:mstea.:i R::e::l
X
1-b'nsteajR:aj
X
X
X
Dal fvbie Averua
&.ra-aV\Ja.j
Saia Ouz Averue
Sa-ac:ga Aven.e
X
Scctt Ba.Jle.Jad
X
\/mlirgt:a, Street
B Ca'niroReal
X
Bellemy Street
X
1-b'nsteaj R:aj
Halfcrd AVffW
Pn.nerid'J9 Averue
fVb"r03 Street
X
X
Flaa Vista Averua
Los Pa:tes Blvd
Berta, Street
X
Neighborhood Traffic Calming Program
Approved 4-27-99
TO
l\laket Strea
Sa-aoga AvE'J"l.£
Bertcn Street
B Caniro Real
M::rroe Strea
Berta, Street
Fra-cis Avrn:s
Tre Alarieda
NevJ1all Street
East Oty Limits
rvtrroeStreet
East Qty Limits
Kaiser Dive
l.av\rerce Exp.N;.

V\ab..rta, Av~
rvlain Street
L.aire Avensa
rvtrroe Street
Pea:xx:i< Avene

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Procedure for the Evaluation of Requests

1. Citizens shall submit a request for implementation of traffic calming measures in writing to the following:

City of Santa Clara
Traffic Engineering Division
1500 Warburton Avenue
Santa Clara, CA 95050

2. Initial steps will be to consider and determine the effectiveness and feasibility of Level 1 Traffic Calming measures in mitigating the concem(s). The City Traffic Engineer will ,,,n.r1r ~;r'3t,r+l·u ,ut+h ,..;+;"'70."'-" +n. do,:ro.ln.-n. sn11'1!+;rt.9"1ll:" ~-...:rnl"l:J'~-,.... T ~·o·e• 1 +--..-.. .... +-en ... ~ V-T'-...l'A,n, .. UUVVL .J °1"1'1.LU V'l.1,.J.L.,\J.11.J LV \.JV\.,JlVP Ul~UVllCI 111vv1vu1e J...ICiV J l LlC.aL-111 IL~.

3. Should Level 1 treatments prove unsatisfactory in resolving the concern, Level 2 and Level 3 treatments will then be considered. A neighborhood meeting will be scheduled to allow residents of the impacted neighborhood to express their concerns. The meeting will be conducted to identify the issue(s) of concern and to arrive at a feasible solution. A neighborhood representative or contact person shall be identified/selected at this meeting.

The designated representative will be given a standard Traffic Calming Request/Petition Form and will be expected to collect all necessary signatures from residents. Also, the neighborhood representative will act as a facilitator between the neighborhood residents and the Traffic Engineering Division staff

4. The neighborhood representative indicated above shall return the completed Request/Petition Form to the Traffic Engineering Division within 30 calendar days. All residents of the affected neighborhood are to be contacted and the petition must contain the signatures of property owners representing at least 70% of the properties that face directly on the block under consideration. There must also be 100 percent concurrence from residents within 100 feet of the proposed Level 2 or Level 3 device. A separate petition must be submitted for each block.

If the neighborhood representative cannot obtain the necessary neighborhood concurrence, Level 2 and Level 3 devices will not be used and the Traffic Engineering Division will continue to investigate the use of Level l treatments in mitigating the traffic concern.

Completed petitions shall be submitted to the Traffic Engineering Division at the address indicated above.

5. Once the petition is received, the Traffic Engineering Division will undertake engineering studies and will work closely with the Police and .Fire Departments to determine whether or not the street in question meets the established criteria for an installation.

Neighborhood Traffic Calming Program
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If the street is eligible for a Level 2 or Level 3 device, the matter will be scheduled for an upcoming City Council meeting. All residents will be notified of the proposal and will be given the opportunity to address Council. If the recommendation is denied, the Level 2 or Level 3 device will not be used and the Traffic Engineering Division will continue to investigate the use of Level l treatments in mitigating the traffic concern. If the recommendation is approved, on the other hand, the Level 2 or Level 3 device will be scheduled for installation.

If, on the other hand, it is determined that the street is not eligible for the requested Level 2 or Level 3 device, the representative will be notified in writing giving the reason why the street is not eligible. The designated neighborhood representative will be given 15 days to appeal the decision in writing to the Traffic Engineering Division. Only then will the appeal be scheduled to be heard before the City Council.

If the appeal is denied, the Level 2 or Level 3 device will not be used and the Traffic Engineering Division will continue to investigate the use of Level 1 treatments in mitigating the traffic concern. If appeal is approved, on the other hand, the device will be scheduled for installation.

6. Evaluation of Level 2 and Level 3 devices will be done on a first-come first-served basis.

7. Level 2 and Level 3 devices will only be installed in conformance with the design guidelines that have been established by the City Traffic Engineer.

8. Ifthere is subsequently a desire by residents to remove a Level 2 or Level 3 device, it will only be considered for removal after a petition requesting removal is received by the Traffic Engineering Division from property owners representing at least 70% of the properties that face directly on the block.

9. Contracts for the installation of Level 2 or Level 3 device installations will be bid semi annually. When funding runs out, improvements will be done after subsequent budgets are approved. All installations will be prioritized according to the priority scoring system established in this report.

Neighborhood Traffic Calming Program
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CITY OF SANTA CLARA
Traffic Engineering Division
PETITION FOR INSTALLATION OF LEVEL 2 AND LEVEL 3 TRAFFIC CALMING DEVICES The undersigned approve/disaprove the implementation of a traffic calming measure on the following residential street:
on ____________ between _____________ and ___________ _ The undersigned have read the Neighborhood Traffic Calming Program (NTCP) installation and removal policy and fuliy understand the procedures.

All persons signing this petition do hereby certify that they reside within the area impacted.

Return petition forms to:

City of Santa Clara
Traffic Engineering Division
1500 Warburton Avenue
Santa Clara, Ca 95050
Contact person(s): __________________ Phone No(s): ___________ _ The contact person(s) will act as the facilitator(s) betwen the neighborhood residents and the Traffic Engineering Division staff. The facilitator's duties will include collection of all necessary signatures from residents.

ONLY ONE SIGNATURE ALLOWED FOR EACH ADDRESS
(Signature Required) (Signature Required)
Name (Please Print) Address Phone No. APPROVE
l.

2. 3. / /

4. "
v>

5. I/",. "'- <v.-~

6. ~f'-.. ""- ""- /

7. / ~'-/ 8. ~ ~ )

9. < /

10. /"-"~
'-.......
l l. >

12. _:,,.

13. "'~
\ ~

14. >

15. (~\. /'-.../

16. ~~~\ 17.

18. <..-=")

19. 20.
* Level 3 devices shall not be installed on emergency response routes.

Neighborhood Traffic Calming Program
Approved 4-27-99

DISAPPROVE

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Criteria for Installation of Level 2 and 3 Devices
The following criteria must be met for the installation of Level 2and Level 3 devices:

1. The street shall be a two-lane local residential street where the primary function is to provide access to abutting residences. At least 75% of street section must be developed residentially, where schools and parks qualify as residential units.

2. The overall pavement shall be no more than one lane of traffic in each direction.

3. The posted speed or prima facie speed shall be 25 miles per hour or less.

4. Traffic volumes shall be greater than 1,000 and less than 3,500 veJ.,icles per day.

5. The 85tlt percentile speed shall exceed 33 miles per hour on 25 miles per hour streets.

6. Installation on a primary emergency response route and/or transit route shall NOT be permitted.

7. At least 70% of the impacted residents and 100% ofresidents within 100 feet of the proposed device location shall support the installation. Furthermore, 100% of all impacted residents shall be notified of the petition. The boundaries of the affected areas as well as the identification of the impacted residents will be determined by the City Traffic Engineer.

8. Installation will not be permitted where substantial diversions of traffic to other local streets may occur, i.e. move the displaced traffic onto adjacent residential streets.

9. Devices shall be located a minimum of 5 feet from driveways, manholes, drain inlet, water valves, street monumentation, and other appurtenance.

10. Devices shall he located a minimum of 25 feet from fire hydrants.

11. Devices shall be installed only where minimum safe stopping sight distance (as defined in AASHTO's A Policy of Geometric Design of Streets) can be provided.

12. Emergency response routes (see pages 15 and 16) are not eligible for installation of Level 3 devices.

Neighborhood Traffic Calming Program
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Additional Criteria - Installation of Speed Humps
The following criteria must also be met for the installation of speed hump(s):

1. The street shall have adequate existing curb and gutter on each side of the street to prevent flooding in the area of the speed hump.

2. The effected street segment should be at least 600 feet in length minimum.

3. The first speed hump in a series should normally be located in a position were it can not be approached at high speed from either direction. To achieve this objective, the first hump should be located at approximately 200 feet from an intersection or a stop sign, unless decided otherwise by the City Traffic Engineer.

4. Speed humps shall not be installed within horizontal curves ofless than 300 feet centerline radius, and on vertical curves with less than the minimum safe stopping sight distance.

Humps shall be located on tangent rather than curve sections.

5. Speed humps should be located in line with or near residential property lines whenever possible.

6. Speed humps should be located near street lights when possible in order to illuminate speed humps for safe bicycle and pedestrian passageway at night.

7. Spacing between speed humps should be as even as possible in order to produce a relatively uniform speed along the entire street. Speed humps within a series should be placed from 200 to 600 feet part. Spacing should allow at least one speed hump on each block.

8. Emergency response routes (see pages 15 and 16) are not eligible for installation of speed humps.

Neighborhood Traffic Calming Program
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Priority Scorinf! Svstem for Installation of Level 2 and 3 Devices In order to ensure that the City's traffic safety funding is allocated to street segments with the greatest need, a priority point system is used to rank the locations where Level 2 and 3 devices are requested. The Council-approved installations shall be ranked for installation/removal according to the following point system:
• Percent of vehicles exceeding speed limit. ............................ 1 point/percentage point • Number of vehicles over 1,000 daily traffic volume ................. 1 point/100 vehicles • Number of reported speed related accidents (in last 2 years.) ...... 10 points/accident • Vicinity to schools or parks (within l block) .......................... 5 points each • Percent of property owners approving installation(s) ................ 1 point/percentage point The total of the five evaluation criteria shall be i!Sed to determine the prioritization of the eligible installations. The installations not funded for a specific funding cycle shall be re-evaluated and shall compete on an annual basis with any new eligible installation on a priority basis.

Conclusion
Instead of replacing current City practices, the emphasis of the Neighborhood Traffic Calming Program (NTCP) is to broaden the traffic calming options available to residents wishing to calm traffic in their neighborhoods. Many of the concerns can be resolved by utilizing current City practices (Level 1) which have consistently proven over the years to be very effective at calming traffic. IBtimately, the program will help all the parties involved in determining the suitability of alternative traffic calming treatment(s) for a given neighborhood.

Basically, traffic calming measures are aimed at counteracting the negative impacts of traffic speeding and cut-through traffic in residential areas. Some of the benefits of traffic calming devices and measures include the following: reduced vehicle speed, reduced traffic flows, improved public safety, increased comfort and mobility for non-motorized travel, reduced noise ~11d air pollution, increased street acti,lity and neighborhood interactions, and a more attractive streetscape. The NTCP can maintain and perhaps enhance the safety, cohesion, and vitality within Santa Clara's neighborhoods with appropriate applications of these treatments. In order to accompiish these objectives, the City will work closely with neighborhoods to improve the process.

Neighborhood Traffic Calming Program
Approved 4-27-99

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LEVEL 1

NEIGHBORHOOD TRAFFIC CALMING OPTIONS
Higher Visibility Crosswalks
Level 1
Description: A crosswalk incorporating striped pattern. Mid-block crosswalks are to be avoided because they are unexpected by the motorist.

Positive Aspects:
• More visible to motorists than traditional crosswalks.

Negative Aspects:
• May create a false sense of pedestrian security.
• Requires more maintenance than traditional crosswalks.

Neighborhood Traffic Calming Program
Approved 4-27-99

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Police Enforcement
Level 1
Description: The Police Department deploys units to residential areas with reported problems to perform stepped up enforcement.

Positive Aspects:
• Reduces vehicle speeds.
• May help reduce cut-through traffic.
• Can be conducted during time periods that are deemed to be most problematic. • Impacts offenders without affecting the convenience or mobility of motorists who obey the rules. of the road.

Negative Aspects:
• Without regular periodic enforcement, long-term benefits may be diminished. • The time period and frequency of enforcement is generally controlled by limited resources and other policing duties.

Neighborhood Traffic Calming Program
Approved 4-27-99

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Special Neighborhood Signs
Level 1
Description: Special neighborhood signs alert motorist to the fact that they are entering a traffic calming area.

Positive Aspects:
• Alert motorists that they are entering traffic calming area.

Negative Aspects:
• Too many signs may become a negative aesthetic impact.

SPECIAL TRAFFIC

COMPLAINT
AREA

VIOLATORS

WILL BE
CITED

SANTA CLARA POLICE DEPARTMENT
Neighborhood Traffic Calming Program
Approved 4-27-99

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Speed Limit Signs and Pavement Messages
Level 1
,Description: Although all motorists are required to know the prima facie speed limit of 25 mph in a residential area, speed limit signs and pavement messages can help remind motorists of the prevailing speed limit that applies to the street.

Positive Aspects:
• Relatively inexpensive to install.
• In conjunction with regular periods of enforcement, can be effective at reducing speeds.

Negative Aspects:
~ Effecti .. veness is dependent on motorist accep~ance and amount of er1forcement.

Neighborhood Traffic Calming Program
Approved 4-27-99

Page 27 ends

Speed Radar Trailer
Level 1
Description: The trailer is primarily used as an educational tool. A speed radar trailer reminds motorists of the prevailing speed limit. They are also capable of measuring vehicle speeds and graphically displaying the speeds of passing vehicles. They are intended to alert motorists to the fact that they may be exceeding the speed limit.

Positive Aspects:
• Vehicle speeds may be reduced at radar trailer location. • An effective educational tool.
• Can be deployed quickly to trouble spot.

Negative Aspects:
• Not an enforcement tool.
• May require temporary parking lane closure - temporarily reduces number of parking spaces Neighborhood Traffic Calming Program
Approved 4-27-99

Page 28 ends

Stop Signs
Level 1
Description: Stop signs are intended to assign the right of way at an intersection and are not to indicated be used as a technique to reduce vehicle speeds or volumes by recognized traffic engineering standards.

Positive Aspects:
• Helps pedestrians, bicyclists and motorists at the intersection decide who has the right of way.

Negative Aspects:
• When used under the wrong conditions, the installation can result in increased localized air _....._11. ..... :-- ":,..,,,..,1,- .... nl-,.l,:+" ,r,,f-n..+c, r,~a,..o.~f!"tl''Y ;_ h.o.t,upo-n +r-2ffir- ron+'l"'l"\1~ nn;CtO ~+ +ho r-nn,- .. o11orl puuuL-1U11, jQ.\..ll\..-1auu11. i:)LCUL.:,, .:,p,.A,,U.1.il.}S iii .~-H ... L-VVvV.i.i. i.it.L.i...a.J.-;..; ..,; HUV .... , av..:.o-'-' UL- 1,.J.!,t_, vv.:. t...J.. .1.-.%...·U. intersection, motorist disregard for the sign(s) and motorist contempt for all traffic controls. • Creates a false sense of security for pedestrians, especially children. • When not warranted, increases unnecessary delays for the approaches. • Frequently not acceptable to residents immediately adjacent to new stop sign locations. • May encourage high mid-block speeds on long blocks.

Neighborhood Traffic Calming Program
Approved 4-27-99

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Striping Narrow Lane
Level 1
Description: Striping is used to create narrow lanes to give the impression of a narrow street that makes the motorist feel somewhat constricted.

Positive Aspects:
• Changes can be quickly implemented.
• Painted striping can be easily modified.
• Low cost to implement.

Negative Aspects:
• Requires an increase in regular maintenance. _
• There is little evidence that narrow striping will consistently reduce vehicle speeds.

Neighborhood Traffic Calming Program
Approved 4-27-99
- ----- - - --[ID§

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Tum Restriction Si2ns
Level 1
Description: Signs prohibiting certain turning movements to help mitigate cut-through traffic on neighborhood streets. Convenient and logical route alternatives to the prohibited movement must be provided to ensure the effectiveness of the signs: City Council can establish tum prohibitions during certain times of the day, preferably during commute work hours when excessive cut through traffic are likely to occur in neighborhood streets. This arrangement allows residents full accessibility during the other periods of the day.

Positive Aspects:
• Reduces vehicle volume.
* Can divert traffic to adjacent arterial streets.
• No loss of on-street parking.
• Can reduce noise pollution.
• No increase in street maintenance.
• Low cost to implement.

Negative Aspects:
• Success depends on motorist acceptance and on level of enforcement. • Without considering overall traffic circulation in area, this measure may divert traffic to adjacent neighborhood streets.
• Limits neighborhood traffic movement.

Neighborhood Traffic Calming Program
Approved 4-27-99

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NEIGHBORHOOD TRAFFIC CALMING OPTIONS
LEVEL 2
Chicanes
Level 2
Description: Chicanes are artificial blockages on opposite sides of the street to create an S curvature on a naturally straight street. Chicanes require vehicles to meander through the roadway alignment.

Positive Aspects:
• May slow down vehicles.
• Can be very effective in changing the initial impression of the street. • Creates space for landscaping.

Negative Aspects:
• Impedes emergency vehicle, truck and services such as garbage trucks. • Bicyclists may feel "squeezed in" due to narrower roadway. • May require modification or reconstruction of drainage features and other utilities. • May become obstacles for motorists to drive into.
• May require part or all of on-street parking removal. • High installation cost.
• Increased maintenance.

Neighborhood Traffic Calming Program
Approved 4-27-99

Page 33 ends

Chokers
Level2
Description: Chokers physically narrow a street either at the intersection, at mid-block or a segment of a street by using curb extensions.

Positive Aspects:
• May reduce speeds by giving motorists the sense of limited space. • Improves motorist-pedestrian visibility of each other. • Intersection crossing distance for pedestrians is reduced. • Allows signs to be located favorably within motorists line of sight. • Creates space for landscaping.

Negative Aspects:
• Impedes emergency vehicle, truck and other service vehicle access. • Bicyclists may feel "squeezed in" due to narrower roadway. • May require modification or reconstruction of drainage features and other utilities. • May become obstacles for motorists to crash into.
• May require part or all of on-street parking removal. • High installation cost.
• Increased maintenance.

Neighborhood Traffic Calming Program
Approved 4-27-99

Page 34 ends

Gateways
Level2
Description: A gateway is a special entrance that reduces width of travel way, often implementing the use of islands. Gateways are not gates. The exact physical design of the gateway treatment will depend on existing conditions.

Positive Aspects:
• May eliminate cut-through traffic.
• Reduces speeds in the immediate vicinity.
• Reduces pedestrian crossing distance.
• Allows signs to be located favorably within motorists line of sight. • May create space for landscaping.
• May create neighborhood identity.

Negative Aspects:
• Impedes emergency vehicle, truck and other service vehicle access. • May divert traffic to adjacent neighborhood streets.
• May become obstacles for motorists to drive into.
• Low speed of turning vehicles may restrict traffic flow on arterial roadway. • May require part or all of on-street parking removal. • High installation cost.
• Increased maintenance.

Neighborhood Traffic Calming Program
Approved 4-27-99
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Page 35 ends

Nei!?hborhood Meetings
Level 2
Description: Neighborhood meetings allow residents to express their concerns. Meetings are generally held at a time and location convenient for residents to attend. The meetings would be used to identify and clarify the issues of concern.

Positive Aspects:
• Allows all residents to express their views.
• Clearly identifies issues of concerns.
• Establishes clear lines of communication between City staff and residents.

Neighborhood Traffic Calming Program
Approved 4-27-99
0 n V

Page 36 ends

Rumble Strips
Level2
Description: Rumble strips consist of raised markers (dots, bars or grooves) installed within the travel lanes at regular intervals to create noise and vibrations in a vehicle crossing them. Rumble strips are generally not used in residential areas due to the excessive level of noise they produce.

Positive Aspects:
• Reduces vehicle speeds in first time or minimal users of the street., • The "rumble" heightens safety by alerting drivers to unexpected conditions or notifying drivers to intended action.
• Relatively inexpensive to install, remove or modify.
• -:;:..;u ~u:s:s u.i' 011-:si.11;;c;i, µa1 ::...;.ng.

Negative Aspects:
• Produces high level of noise
• Requires high maintenance.
• May not slow down repeat users of the street.
• May be objectionable to bicyclists.

Neighborhood Traffic Calming Program
Approved 4-27-99

Page 37 ends

Cul-De-Sac
Level 3
Description: A cul-de-sac is a physical barrier of a street at mid-block or at an intersection. Cul de-sacs can be thought of as dead-end streets. Cul-de-sacs can be thought of as dead-end streets.

An adequate tum around is usually not possible. Mountable curbs should be provided to address any delay problems.

Positive Aspects:
• Eliminates through traffic volumes.
• Reduces noise and speeds in the vicinity of the closure. • Improves safety for non-motorized users.
e Creates space for landscaping.

Negative Aspects:
• Impedes emergency vehicles, trucks and service vehicles such as garbage trucks. • May divert traffic to adjacent neighborhood streets.
• Will need adequate turning radius causing vehicles to back up when turning around. • May require part or all of on-street parking removal. • Drainage may be affected if used as a part of modification project. • High installation cost.
• Increased maintenance.
• An inconvenience for residents.

Neighborhood Traffic Calming Program
Approved 4-27-99

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Diagonal Diverters
Level3
Description: Diagonal diverters are devices that are placed diagonally across an intersection, creating two unconnected streets.

Positive Aspects:
• Eliminates through traffic.
• Will reduce traffic volumes.
• Improves pedestrian safety.
• Reduces right of way conflicts at intersection.
• Can be designed and installed to provide for emergency vehicle access. • Creates space for iandscaping.

Negative Aspects:
• Impedes emergency vehicle routes.
• May divert traffic to adjacent neighborhood streets.
• May become obstacles for motorists to drive into.
• May require part or all of on-street parking removal. • Speed is reduced only in the immediate vicinity of diverter. • High installation cost.
• Increased maintenance
Neighborhood Traffic Calming Program
Approved 4-27-99

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Intersection Channelization
Level 3
Description: Channelization involves the use of raised islands at intersections designed to force traffic to make or prevent certain movements.

Positive Aspects:
• Reduces cut-through traffic.
• Allows signs to be located favorably within motorists line of sight. • Can be designed and installed for emergency vehicle access.

Negative Aspects:
c; }vfay divert traffic to adjacent neighborhood streets. • May become obstacles for motorists to drive into.
• May require part or all of on-street parking removal. • May be violated, particularly in the late evening.
• Turn restriction signs may prove to be effective enough in reducing cut-through traffic. • High installation cost.
• High maintenance cost.
0 Neighborhood. Traffic Calming Program
Approved 4-27-99

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Median Barrier
Level 3
Description: Physical barriers (from flexible delineator posts to k-rails or raised islands) are placed at intersections to prevent left turn movement.

Positive Aspects:
• Improves intersection safety by reducing the number of conflicting movements. • Reduces cut-through traffic.
• Allows signs to be located favorably within motorists line of sight.

Negative Aspects:
• Impedes emergency vehicle, truck and other service access. • May divert traffic to adjacent neighborhood streets.
• May become obstacles for motorists to drive into.
• High installation cost.
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Neighborhood Traffic Calming Program
Approved 4-27-99

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Neighborhood Meetings
Level 3
Description: Neighborhood meetings allow residents to express their concerns. Meetings are generally held at a time and location convenient for residents to attend. The meetings would be used to identify and clarify the issues of concern.

Positive Aspects:
• Allows all residents to express their views.
• Clearly identifies issues of concerns.
• Establishes clear lines of communication between City staff and residents.

Neighhorhood Traffic Calming Program
Approved 4-27-99
nn \.J \J

Page 43 ends

Speed Humps
Level 3
Description: Speed humps or undulations are mounds of paving material that extend across the roadway. They generally have a 12-foot base and a gradual rise and fall 2.5 inches to 3. 75 inches.

Positive Aspects:
• May reduce speeds.
• May divert traffic to arterial streets.

Negative Aspects:
• Impedes emergency vehicle, truck and other service vehicle access. s May divert traffic to adjacent neighborhood streets.
• May be hazardous to an injured patient being transported in an ambulance. • Contents of vehicles can be jarred.
• May encourage speeding between humps.
• Increase in noise adjacent to speed hump.
• Speed humps have to be reinstalled each time street is resurfaced. • Increased liability to City.
• High installation cost.

Neighborhood Traffic Calming Program
Approved 4-27-99
Speed Hump Speed Bump

Page 44 ends

Traffic Circles
Level 3
Description: Traffic circles use raised islands placed at the center of an intersection. The approaches to the intersection are generally controlled by "yield signs." Traffic circles force left turning vehicles to travel around the raised. "Splitter islands" can be used to prevent motorists from going around the circle the wrong way
Positive Aspects:
• Significantly reduces speeds.
• Cheaper to maintain than traffic signal.
• Provides equal access to intersections for all drivers. • Creates space for landscaping.

Negative Aspects:
• Impedes emergency vehicle, truck and other service vehicle access. • Increases pedestrian hazard by bringing vehicles dose to crosswalks and the sidewalks. • May increase congestion in immediate area.
• May become obstacles for motorists to crash into.
• May increase right of way confusion among new users.
• Right-of-way restrictions may apply.
• May inhibit truck movements.
• Required safety signing may detract from its aesthetic quality. • High installation cost.
• Landscaping will require increased maintenance .
. : .. ~ ·.'.· :. ; ·', ·. -
,• ,,,,r.~""--'C'll \-/ :._ ,: '.

Neighborhood Traffic Calming Program
Approved 4-27-99

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TRAFFIC INFORMATION

SPEED LIMIT
WHEN WILL A LOWER SPEED LIMIT BE POSTED ON MY STREET?
A common belief is that posting a speed limit will influence drivers to drive at that speed. The facts indicate otherwise.

Research conducted in many parts of this country over a span of several decades has shown that drivers are influenced more by the appearance of the highway itself and the prevailing traffic conditions than by the posted speed limit.

California's Basic Speed Law requires that:
"No person shall drive a vehicle upon a highway-at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property." Speed limits are called prima facie limits, which "on the face of it" are safe and prudent under normal conditions. Certain prima facie limits are established by law and include the 25 m.p.h. limit in business and residential districts, the 15 m.p.h. limit in alleys, at blind intersections and blind railroad crossing and a part-time 25 m.p.h. limit in school zones when children are going to and from school. These speeds are not always posted but all California motorists are required to know the basic 15 and 25 mile per hour speed laws.

Speed limits may be established by local authorities on the basis of traffic engineering surveys.

These surveys include an analysis of roadway conditions, accident records, and the prevailing speed of prudent drivers. If speed limit signs are posted for a lower limit than is needed to safely meet these conditions, many drivers will simply ignore the signs. At the same time, other drivers will stay within the posted limits. This generally increases the conflicts between faster and slower drivers, reduces the gaps in traffic which could be made safely and increases the difficulty for pedestrians to judge the speed of approaching vehicles. Studies have shown that where uniformity of speed is not maintained, accidents generally increase.

Neighborhood Traffic Calming Program
Approved 4-27-99

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CROSSWALKS
WHEN IS A CROSSWALK UNSAFE?
Apparently, whenever it is painted on the street.

A number of years back, the city of San Diego published some startling results of a very extensive study of the relative safety of marked and unmarked crosswalks. San Diego looked at 400 intersections for five years (without signals or four-way stops) that had a marked crosswalk on one side and an unmarked crosswalk on the other. About two and one half times as many pedestrians used the marked crosswalk, but about six times as many accidents were reported in the marked crosswalks! Long Beach studies pedestrian safety for three years (1972 through 1974) and found eight times as many reported pedestrian accidents at the intersections with marked crosswalks than at those without. One explanation of this apparent contradiction of common sense is the false security pedestrians feel at the marked crosswalk. Two painted lines do not provide protection against an oncoming vehicle and the real burden of safety has to be on the pedestrian to be alert and cautious while crossing any street. A pedestrian can stop in less than three feet, while a vehicle traveling at 25 rn.p.h. will require 60 feet and at 35 rn.p.h. approximately 100 feet.

The California Vehicle Code says that a crosswalk exists at all intersections unless pedestrian crossing is prohibited by signs. Some of these crosswalks are marked with painted lines, but most of them are not. Pedestrian crosswalk marking is a method of encouraging pedestrians to use a particular crossing. Such marked crossings may not be as safe as an unmarked crossing at the same location. Therefore, crosswalks should be marked only when necessary for the guidance and the control of pedestrians, to direct them to the safest of several potential routes.

Mid-block crosswalks or crosswalks between intersections are to be avoided because they are unexpected by the motorist. Pedestrians should be encouraged to cross only at intersections so that they are crossing at a location where drivers will have the expectation of pedestrians and other vehicles being around.

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Approved 4-27-99

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BIKE LANES
WHEN ARE WE GOING TO GET so:rvrn BIKEW A YS IN OUR
NEIGHBORHOOD?
Bikeways have raised a lot of interest in the past few years. Some cities have built separate off road bike paths. Many more have painted bike lanes on streets. Others have installed green "Bike Route" signs without the special lanes.

The cost of both building and maintaining bikeways can be a deterrent to many city bike programs. Initial cost can range from a few dollars to paint a lane to a very large amount to build a separate path including special bridges where needed.

Before plunging into a bikeway program, a city or county should look at the total problem of bicycle operation and safety. Bike lanes and signs alone cannot solve the problem of bicycle accidents; in some places they have increased the problem by giving riders a false sense of security.

An overall bicycle safety program should include: enforcement of traffic laws; bike safety training in the schools at an early age; reminder to wear bike helmets; follow-up training every year in the schools; and involvement of the parents of minor children who violate traffic laws or exhibit dangerous riding habits. The overwhelming cause of bicycle accidents is violation of the RULES OF THE ROAD.

If these recommendations seem to be oriented toward the younger set, there is good reason. Over 70 percent of cyclists involved in accidents were violating a traffic law; over 60 percent were age 17 or under. It only makes good sense to emphasize the children in training programs, since they are the principal users of bicycles.

The bike program for your community should include three principal points:

1. Ednraticm in r;:::ifp rining.

2. Enforcement of rules of the road.

3. Development of well-engineered bike lanes and bike paths.

This will involve the active participation of:

1. The schools.

2. The police or sheriff.
3 . The traffic engineers; and, of course, you, the citizen.

Neighborhood Traffic Calming Program
Approved 4-27-99

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"CHILDREN AT PLAY" SIGNS
WHY WON'T THEY PUT UP "CHILDREN AT PLAY" SIGNS?
An often heard neighborhood request concerns the posting of generalized warnings signs with "SLOW - CHILDREN AT PLAY' or other similar messages. Parental concern for the safety of children in the street near home, and a misplaced but wide spread public faith in traffic signs to provide protection often prompt these requests.

Although some other states have posted such signs widely in residential areas, no factual evidence has been presented to document their success in reducing pedestrian accidents, operating speeds or legal liability. Studies have shown that many types of signs attempting to warn of nonnal conditions in residential areas have failed to achieve the desired safetv benefits. If si1ms encourage ¥ ,., "-' •
parents and children to believe they have an added degree of protection, which the signs do not and cannot provide, a great disservice results.

Because of these serious considerations, California law does not recognize, and Federal Standards discourage, use of "Children at Play" signs. Specific warnings for schools, playgrounds, parks and other recreational facilities are available for use where clearly justified.

Children should not be encouraged to play within the street travelways. The sign has long been rejected since it is a direct and open suggestion that this behavior is acceptable.

Neighborhood Traffic Calming Program
Approved 4-27-99

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STOP SIGNS
WHY DON'T THEY PUT IN MORE STOPS SIGNS?
A stop sign is one of our most valuable and effective control devices when used at the right place and under the right conditions. It is intended to help drivers and pedestrians at an intersection decide who has the right-of-way.

One common misuse of stop signs is to arbitrarily interrupt through traffic, either by causing it to stop, or by causing such an inconvenience as to force the traffic to use other routes. Where stop signs are installed as "nuisances" or "speed breakers," there is a high incidence of intentional violation. In those locations where vehicles do stop, the speed reduction is effective only in the immediate vicinity of the stop sign, and frequently speeds are actually higher between intersections. For these reasons, it should not be·used as a speed control device.

A school crossing may look dangerous for children to use, causing parents to demand a stop sign to halt traffic. Now a vehicle which had been a problem for 3 seconds while approaching and passing the intersection becomes a problem for a much longer period. A situation of inde_cision is created as to when to cross as a pedestrian or when to start as a motorist. Normal gaps in traffic through which crossing could be made safely no longer exist. An intersection which previously was not busy now looks like a major intersection. It really isn't --- it just looks like it. It doesn't even look safer and it usually isn't.

Most drivers are reasonable and prudent with no intention of maliciously violating traffic; however, when an unreasonable restriction is imposed, it may result in flagrant violations. In such cases, the stop sign can create a false sense of security in a pedestrian and an attitude of contempt in a motorist. These two attitudes can and often do conflict with tragic results.

Well-developed, nationally recognized guidelines help to indicate when such controls become necessary. These guidelines take into consideration, among other things, the probability of vehicles aniving at an intersection at the same time, the length of time traffic must wait to enter and the availability of safe crossing opportunities.

Neighborhood Traffic Calming Program
Approved 4-27-99

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TRAFFIC SIGNALS

DOES SOMEBODY HA VE TO BE KILLED BEFORE A TRAFFIC SIGNAL WILL BE INSTALLED?
Traffic signals do not always prevent accidents. They are not always an asset to traffic control.

In some instances, total accidents and severe injuries increased after signals were installed.

Usually, in such instances, right angle collisions were reduced by the traffic signals, but the total number of collisions, especially the rear-end type, increased.

There are times when the installation of signals results in an increase in pedestrian accidents.

Many pedestrians feel secure with a painted crosswalk and a red light between them and an approaching vehicle. The rnotorists, on the other hand, is not always so quick to recognize. these "barriers."
When can a traffic signal be an asset instead of a liability to safety? In order to answer this, traffic engineers have to ask and answer a series of questions:

1. 2.

3. 4.

5. 6.

7. 8.

Are there so many cars on both streets that signal controls are necessary to clear up the confusion or relive the congestion?
Is the traffic on the mains street so heavy that drivers on the side street will try to cross when it is unsafe?
Are there so many pedestrians trying to cross a busy main street that confusing, congested or hazardous conditions result?
Are there so many school children trying to cross the street at the same time that they need special controls for their protection? If so, is a traffic signal the best solution? Are signals at this location going to help drivers maintain a uniform pace along the route without stopping unnecessarily?
Does the collision history indicate that signal controls will reduce the probability of collisions?
Is there a combination of the above conditions which indicates that a signal will be an improvement rather than detriment?
To aid them in answering these questions, engineers compare the existing conditions against nationally accepted minimum guidelines. These guidelines (often called "Warrants") were established from many observations at intersections throughout the country by experienced traffic engineers. Where the guidelines were met, the signals generally were operating effectively with good public compliance. Where the guidelines were not met, public compliance was reduced, and · additional hazards resulted.

A traffic signal that decrease accidents and improves the flow of traffic is an asset to any community. On the other hand, an ill-advised or poorly designed signal can be a source of danger and annoyance to all who use the intersection; pedestrians, bicyclists and drivers alike.

Neighborhood Traffic Calming Program
Approved 4-27-99

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Procedure for the Evaluation of Requests

1. Citizens shall submit a request for implementation of traffic calming measures in writing to the following:

City of Santa Clara
Traffic Engineering Division
1500 Warburton Avenue
Santa Clara, CA 95050

Completed petitions shall be submitted to the Traffic Engineering Division at the address indicated above.

Neighborhood Traffic Calming Program
Approved 4-27-99

Page 17 ends

6. Evaluation of Level 2 and Level 3 devices will be done on a first-come first-served basis.

7. Level 2 and Level 3 devices will only be installed in conformance with the design guidelines that have been established by the City Traffic Engineer.

Neighborhood Traffic Calming Program
Approved 4-27-99

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All persons signing this petition do hereby certify that they reside within the area impacted.

Return petition forms to:

ONLY ONE SIGNATURE ALLOWED FOR EACH ADDRESS
(Signature Required) (Signature Required)
Name (Please Print) Address Phone No. APPROVE
l.

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7. / ~'-/ 8. ~ ~ )

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19. 20.
* Level 3 devices shall not be installed on emergency response routes.

Neighborhood Traffic Calming Program
Approved 4-27-99

DISAPPROVE

Page 19 ends

Criteria for Installation of Level 2 and 3 Devices
The following criteria must be met for the installation of Level 2and Level 3 devices:

2. The overall pavement shall be no more than one lane of traffic in each direction.

3. The posted. speed or prima facie speed shall be 25 miles per hour or less.

4. Traffic volumes shall be greater than 1,000 and less than 3,500 veJ:ticles per day.

5. The 85th percentile speed shall exceed 33 miles per hour on 25 miles per hour streets.

6. Installation on a primary emergency response route and/or transit route shall NOT be permitted.

7. At least 70% of the impacted residents and 100% of residents within 100 feet of the proposed device location shall support the installation. Furthermore, 100% of all impacted residents shall be notified of the petition. The boundaries of the affected areas as well as the identification of the impacted residents will be determined by the City Traffic Engineer.

8. Installation will not be permitted where substantial diversions of traffic to other local streets may occur, i.e. move the displaced traffic onto adjacent residential streets.

9. Devices shall be located a minimum of 5 feet from driveways, manholes, drain inlet, water valves, street monumentation; and other appurtenance.

10. Devices shall b-e located a minimum of25 feet from fire hydrants.

11. Devices shall be installed only where minimum safe stopping sight distance { as defined in AASHTO' s A Policy of Geometric Design of Streets) can be provided.

12. Emergency response routes (see pages 15 and 16) are not eligible _for installation of Level 3 devices.

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Page 20 ends

Additional Criteria - Installation of Speed Humps
The following criteria must also be met for the installation of speed hump(s):

1. The street shall have adequate existing curb and gutter on each side of the street to prevent flooding in the area of the speed hump.

2. The effected street segment should be at least 600 feet in length minimum.

4. Speed humps shall not be installed within horizontal curves ofless than 300 feet centerline radius, and on vertical curves with less than the minimum safe stopping sight distance.

Humps shall be located on tangent rather than curve sections.

5. Speed humps should be located in line with or near residential property lines whenever possible.

6. Speed humps should be located near street lights when possible in order to illuminate speed humps for safe bicycle and pedestrian passageway at night.

7. Spacing between speed humps should be as even. as possible in order to produce a relatively uniform speed along the entire street. Speed humps within a series should be placed from 200 to 600 feet part. Spacing should allow at least one speed hump on each block.

8. Emergency response routes (see pages 15 and 16) are not eligible for installation of speed humps.

Neighborhood Traffic Calming Program
Approved 4-27-99

Page 21 ends

City of Santa Clara
Agenda Report
1500 Warburton Avenue
Santa Clara, CA 95050
santaclaraca.gov
@SantaClaraCity
22-1258 Agenda Date: 10/4/2022

REPORT TO COUNCIL

SUBJECT
Report on a Written Petition (Council Policy 030) Submitted by Councilmember Anthony Becker Regarding Letter Sent by Mayor Gillmor to Governor Newsom Regarding Department of Industrial Relations Investigation on Prevailing Wage Claims on the Related Santa Clara Project

COUNCIL PILLAR
Enhance Community Engagement and Transparency

BACKGROUND
On September 21, 2022, the City Clerk’s Office received a Written Petition from Councilmember Anthony Becker requesting an item be placed on a future Council agenda to discuss Mayor Lisa Gillmor’s request concerning the “Related Company and prevailing wages issue as well as a report on the claim from the Union of Painters made with the Department of Industrial Relations and that [the] discussion happen at the Council meeting of October 4th, 2022.” (Attachment 1) On September 27, 2022, the Council approved the petition to be heard by the full Council. This report is in response to the 030 Council Petition.

DISCUSSION
On September 15, 2020, the State of California Department of Industrial Relations (DIR) advised Related Santa Clara and the City of Santa Clara that it had received a request from District Council 16 of the International Union of Painters and Allied Trades (Union) to determine if the Related Santa Clara (RSC) development was a public works project and therefore required to pay prevailing wages for all aspects of construction. Since that time, DIR has made four comprehensive information requests to RSC and the City, with the most recent request in June 2022. To date, a determination has not been made by DIR and the investigation remains open.

The status and issues related to the investigation will be discussed with Council in closed session.

This report focuses on the March 4, 2022 letter sent to Governor Newsom by Mayor Gillmor (Attachment 2).

For context, since 2013 the City and RSC have been working together on a public-private partnership development on the City-owned former Santa Clara Golf and Tennis site. In June 2016, the Council approved a series of actions on the Related Santa Clara project authorizing both the public-private partnership transaction as well as the entitlements necessary for development of the project.

On March 4, 2022, Mayor Gillmor sent a letter to Governor Newsom expressing concern that “the City of Santa Clara Printed on 9/29/2022Page 1 of 2
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22-1258 Agenda Date: 10/4/2022
length of time the DIR is taking to conduct its investigation and render a decision on this project could delay this project and set a major precedent for public-private partnerships in California…I respectfully request your thoughtful consideration of this matter and look forward to your response.”
As background, the City Manager’s office and the City Attorney’s office reviewed the content of the Mayor’s letter for accuracy of the statements made in the letter prior to its release and determined that the statements on behalf of the City were factually correct.

Section 704.3 of the City Charter provides the Mayor with the authority to inform the community on matters of policy or program which the Mayor believes “on his/her account” is necessary for the benefit of the community. The request to the Governor for assistance to secure a response from DIR to allow the RSC development to proceed without further delay is consistent with the policy actions and record of the full Council and the executed agreements with RSC on the project.

COORDINATION
This report was coordinated with the City Attorney’s Office.

PUBLIC CONTACT
Public contact was made by posting the Council agenda on the City’s official-notice bulletin board outside City Hall Council Chambers. A complete agenda packet is available on the City’s website and in the City Clerk’s Office at least 72 hours prior to a Regular Meeting and 24 hours prior to a Special Meeting. A hard copy of any agenda report may be requested by contacting the City Clerk’s Office at (408) 615-2220, email [email protected] <mailto:[email protected]> or at the public information desk at any City of Santa Clara public library.

RECOMMENDATION
There is no staff recommendation.

Reviewed by: Ruth Mizobe Shikada, Office of the City Manager Approved by: Rajeev Batra, City Manager

ATTACHMENTS

1. Councilmember Becker’s September 21, 2022 030 Petition

2. March 4, 2022 Letter from Mayor Gillmor
City of Santa Clara Printed on 9/29/2022Page 2 of 2
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City of
Santa Clara
The Center of What's Possible
The Council Item Request Form is for members of the City Council to submit written requests to the City Manager's Office for inclusion of an item on a futu·re City Council meeting agenda . At the meeting where the initial written request is heard, discussion should be limited to whether the item should be added to an agenda and a date, not the merit of the item. A majority vote of the City Council is required for the item to be added to future Council meeting agenda for action.

CONTACT INFORMATION
Requesting Member of City Council ___ A_nt_h_o_n~y_B_e_c_ke_r _ _ _________ _ Contact E-mail ___ a_be_c_k_e--'r@_ s_an_t_a_c_la_ra_c_a....:.g"""o_v ______________ _ 408 917 9434 Contact Phone __________________________ _ 09/21/2022 Today's Date ___________________________ _

WRITTEN REQUEST
I, Anthony Becker , hereby request that the following item be placed on the City of Santa Clara Council and Authorities Concurrent meeting agenda:

Would like a report based on the Mayor's request concerning the Related Company and the prevailing wage issue as well as a report on the claim from the Union of Painters made with the Department of Industrial Relations and that this report and disC1Jssion happen at the council meeting of October 4th, 2022.

Reference: Council Policy 030 - Adding an Item on the Agenda Resolution No. 20-8895

1500 Warburton Avenue ● Santa Clara, CA 95050 ● Phone: 408-615-2200 ● Fax: 408-241-6771 ● www.SantaClaraCA.gov Mayor
Lisa M. Gillmor

Councilmembers
Kathy Watanabe, District 1
Raj Chahal, District 2
Karen Hardy, District 3
Kevin Park, District 4
Suds Jain, District 5
Anthony J. Becker, District 6

March 4, 2022

Governor Gavin Newsom
1021 O Street, Suite 9000
Sacramento, CA 95814

Re: City Place Santa Clara, City of Santa Clara Public Works Case No. 2020-014

Dear Governor Newsom,

On behalf of the City of Santa Clara, it was an honor to stand together with you at the Santa Clara Station on January 13, 2022 to commemorate your administration’s continued support for local transportation infrastructure through the California Blueprint.

I am also writing to bring to your attention Public Works Case No. 2020-014. Starting in 2013, the City of Santa Clara has been involved in a public-private partnership with Related Santa Clara and as Mayor of Santa Clara, I would like to take this opportunity to provide some relevant facts about this transformational project.

Related Santa Clara was borne out of an innovative public-private partnership with the City of Santa Clara to redevelop an aging golf course/former landfill into the largest mixed -use development in California. Public-private partnerships like this are not unique but often provide the resources necessary for cities to initiate infill development. This project will generate thousands of new jobs while creating hundreds of critically needed residential units.

I am aware that the Union of Painters and Allied Trades has made a claim with the Department of Industrial Relations that the project should be considered a public works project subject to California Prevailing Wage. Previously as a councilmember and now as Mayor, I was heavily involved in the review and approvals for this project and I can assure you that Related Santa Clara did not receive discounts on the fair market value of the lease and nothing in the rent structure suggests this project is a public work that would be subject to California's Prevailing Wage Law.

While I fully support California’s Prevailing Wage Law, I am also concerned that the length of time the DIR is taking to conduct its investigation and render a decision on this project could delay this project and set a major precedent for public-private partnerships in California. As the former Mayor of San Francisco, you understand first-hand how vital partnerships with the private sector are in creating opportunities that otherwise would never come to fruition.

For that reason, I respectfully request your thoughtful consideration of this ma tter and look forward to your response.

Sincerely,

Lisa M. Gillmor
Mayor
City of Santa Clara

- · of - City Clara
Sa nt~hat> Pos9ibl, The Cente:r o
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City of Santa Clara
Agenda Report
1500 Warburton Avenue
Santa Clara, CA 95050
santaclaraca.gov
@SantaClaraCity
22-1244 Agenda Date: 10/4/2022

REPORT TO COUNCIL

SUBJECT
Action on a Written Petition (Council Policy 030), Submitted by Teresa O’Neill Requesting to Place an Agenda Item on a Future Council Meeting for a Public Review of the Settlement Agreement and Mutual Release dated August 31, 2022 between the City of Santa Clara, the Santa Clara Stadium Authority, and the 49er Football Team Entities

COUNCIL PILLAR
Enhance Community Engagement and Transparency

BACKGROUND
Council Policy 030 - Adding an Item on the Agenda (Attachment 1) sets forth the procedure for written petitions. Any member of the public may submit a written request raising any issue or item within the subject matter jurisdiction of the Council. Per the policy, the written request will be submitted on the agenda, in the form substantially provided by the requestor, without any staff analysis, including fiscal review, legal review and policy review. If a simple majority of the City Council supports further study of the request, then a full staff analysis shall be prepared within thirty (30) days, unless otherwise directed by the City Council.

DISCUSSION
The City Clerk’s Office received a Written Petition on September 20, 2022 from Teresa O’Neill, requesting to place an agenda item on a future council meeting for a public review of the Settlement Agreement and Mutual Release dated August 31, 2022 between the City of Santa Clara, the Santa Clara Stadium Authority and the 49er Football Team Entities (Attachment 2).

ENVIRONMENTAL REVIEW
The action being considered does not constitute a “project" within the meaning of the California Environmental Quality Act ("CEQA") pursuant to CEQA Guidelines section 15378(b)(5) in that it is an administrative activity that will not result in direct or indirect physical changes to the environment.

PUBLIC CONTACT
Public contact was made by posting the Council agenda on the City’s official-notice bulletin board outside City Hall Council Chambers. A complete agenda packet is available on the City’s website and in the City Clerk’s Office at least 72 hours prior to a Regular Meeting and 24 hours prior to a Special Meeting. A hard copy of any report to council may be requested by contacting the City Clerk’s Office at (408) 615-2220, [email protected] <mailto:[email protected]> or at the public information desk at any City of Santa Clara public library.

ALTERNATIVES

1. Set a future Council meeting date to take action on the Written Petition received.

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22-1244 Agenda Date: 10/4/2022

2. Take no action.

3. Any other City Council Action, as determined by the City Council.

RECOMMENDATION
Staff makes no recommendation.

Reviewed by: Nora Pimentel, Assistant City Clerk
Approved by: Rajeev Batra, City Manager

ATTACHMENTS

1. Policy and Procedure 030 - Adding an Item on the Agenda

2. Written Petition submitted by Teresa O’Neill dated September 20, 2022 City of Santa Clara Printed on 9/29/2022Page 2 of 2
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RESOLUTION NO. 20-8895

A RESOLUTION OF THE CITY OF SANTA CLARA,
CALIFORNIA TO REPEAL RESOLUTION NO. 20-8809,
AMEND
COUNCIL POLICY 030 ENTITLED "ADDING AN ITEM
ON THE AGENDA," AND APPROVE THE COUNCIL ITEM

REQUEST FORM
BE IT RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:

WHEREAS, amending the policy on adding an item on the agenda to establish a clear, effective and easily understood process for members of the City Council and the public to have items within the jurisdiction of the City Council placed on a meeting agenda; WHEREAS, the amended version of the Adding an Item on the Agenda policy expands on the current policy language by clearly stating that, when a written request is first considered, discussion should be limited to whether an item should be added to an agenda and a date, not the merit of the item; and,
WHEREAS, the amended Adding an Item on the Agenda policy, attached hereto as Attachment 1, includes a Council Item Request Form for the City Council's use when requesting an item for inclusion on a Council meeting agenda and adds the procedure for written requests from members of the City Council.

NOW THEREFORE, BE IT FURTHER RESOLVED BY THE CITY OF SANTA CLARA AS FOLLOWS:

1. That Resolution No. 20-8809 is hereby rescinded in its entirety.

2. That amended Council Policy 030 entitled "Adding an Item on the Agenda" with the Council Item Request Form, attached hereto as Attachment 1, is hereby approved and adopted, and the City Manager is directed to number (and renumber, as appropriate) the Council Policy Manual such that they are organized in a logical fashion.

II
II
II
Resolution/Amending Adding an Item on the Agenda Policy and Approving Council Item Request Form Page 1 of 2 Rev: 11 /22/17

3. Effective date. This resolution shall become effective immediately.

I HEREBY CERTIFY THE FOREGOING TO BE A TRUE COPY OF A RESOLUTION PASSED

AND ADOPTED BY THE CITY OF SANTA CLARA, CALIFORNIA, AT A REGULAR MEETING THEREOF HELD ON THE 27rH DAY OF OCTOBER, 2020, BY THE FOLLOWING VOTE:

AYES: COUNCILORS:

NOES : COUNCILORS :

ABSENT : COUNCILORS :

ABSTAINED : COUNCILORS :

Attachments incorporated by reference :

Chahal, Davis, Hardy, O'Neill, and Watanabe,
and Mayor Gillmor
None
None
None

ORA PIMENTEL, MMC

ASSISTANT CITY CLERK

CITY OF SANTA CLARA

1. Council Policy 030 entitled "Adding an Item on the Agenda" Resolution/Amending Adding an Item on the Agenda Policy and Approving Council Item Request Form Page 2 of 2 Rev: 11 /22/17
City of
Santa Clara
City of Santa Clara
Council Policy Manual
The Center of What's Possible

PURPOSE
POLICY

ADDING AN ITEM ON THE AGENDA
To establish a clear, effective, and easily understood process for members of the City Council and the public to have items, within the jurisdiction of the City Council, placed on the City Council agenda for consideration.

Members of the City Council :

The Mayor or any individual Councilmember may submit a written request by using the Council Item Request Form to the City Manager's Office for inclusion of an item on a City Council agenda, provided the request is received two (2) days prior to the public release of the agenda packet. At the meeting where the request is heard, discussion should be limited to whether the item should be added to an agenda and a date, not the merit of the item.

Referral from a Council Committee:

Council Committees may submit a written request to the City Manager 's Office for inclusion of an item on a City Council agenda, provided the request is received two (2) days prior to the public release of the agenda packet. ·
Council Committees may bring forward a recommendation to the full City Council by way of the Committee minutes, which are typically prepared within three weeks following the Committee meeting.

Items Referred During a Council Meeting:

By Council action, an item may be referred to the City Manager for inclusion on a City Council agenda. If the request requires further study of the item from staff, a full analysis shall be prepared at the direction of the City Manager with at least thirty (30) calendar days prior to the meeting, unless otherwise directed by the City Council. If the request requires more than thirty (30) calendar days to prepare , status updates will be provided to the City Council every sixty (60) days as an informational memo.

Revised 10/27/2020
Resolution No. 20-8895
CP 030 Page 1 of 3
City of
Santa Clara
City of Santa Clara
Council Policy Manual
The Center of What's Possible

PROCEDURE

FOR WRITTEN

PETITIONS

ADD ING AN ITEM ON THE AGENDA
Written Petitions and Public Presentations:

Any member of the public may submit a written request raising any issue or item within the subject matter jurisdiction of the City Council to be heard under. the "Written Petition" section of the City Council's regular agenda within two (2) Council meetings after received . After the initial Written Petition is placed on the agenda, a majority vote of the City Council may add the item to a future Council meeting for action . Any member of the public may address the City Council under the "Public Presentations" section of the agenda. If the presentation includes a request of the Council, a majority vote of the City Council may refer the item to the City Manager to be properly added to a future meeting, in compliance with the Brown Act.

1. All requests to address the City Council shall be submitted in writing .

Written Petition forms are available for the petitioner's convenience on the City's website and in the City Manager's Office , City Clerk's Office, and the Mayor and Council Offices . Alternatively, an email may be submitted to clerk@santaclaraca .gov.

2. Once the Written Petition is received by the City Clerk's Office, it should immediately be forwarded to the City Manager for placement on an agenda within two (2) Council meetings after receipt of the original request from the City Clerk's Office. All written material (request and any support material) will be submitted on the agenda in the form substantially provided by the requester without any staff analysis, including fiscal review, legal review and policy review, until the City Council has had the opportunity to provide direction to the City Manager .

3. At the meeting where the item is first considered, if a majority of the City Council supports further study of the item, then a full staff analysis shall be prepared within thirty (30) days, unless otherwise directed by the City Council. Discussion should be limited to whether an item should be added to an agenda and a date, not the merit of the item.

Revised 10/27/2020
Resolution No. 20-8895
CP 030 Page 2 of 3
City of
Santa Clara
City of Santa Clara
Council Policy Manual
The Cente r of What's Possible

PROCEDURE

FOR WRITTEN

REQUESTS

FROM CITY

COUNCIL

ADDING AN ITEM ON THE AGENDA

1. Members of the City Council shall use the Council Item Request Form to submit a written request for inclusion of an item on a future City Council agenda .

2. Once the Council Item Request Form is received by the City Clerk's Office, it should immediately be forwarded to the City Manager for placement on an agenda within two (2) Council meetings after receipt of the original request from the City Clerk's Office. All written material (Council Item Request Form and any support material) will be submitted on the agenda in the form substantially provided by the requester without any staff analysis, including fiscal review, legal review and policy review, until the City Council has had the opportunity to provide direction to the City Manager .

Attachments : Council Item Request Form
Revised 10/27/2020
Resolution No. 20-8895
CP 030 Page 3 of 3
City of
Santa Clara
The Ce nter o f Wh at's Possible

COUNCIL ITEM REQUEST FORM
The Council Item Request Form is for members of the City Council to submit written requests to the City Manager's Office for inclusion of an item on a future City Council meeting agenda. At the meeting where the initial written request is heard, discussion should be limited to whether the item should be added to an agenda and a date, not the merit of the item. A majority vote of the City Council is required for the item to be added to future Council meeting agenda for action.

CONTACT INFORMATION
Requesting Member of City Council ___________________ _ Contact E-mail ----------------------------
Contact Phone _ ____ _________ _ _______ _ ____ _
Today's Date ____________________________ _

WRITTEN REQUEST
I, __________________ , hereby request that the following item be placed on the City of Santa Clara Council and Authorities Concurrent meeting agenda :

Reference: Council Policy 030 - Adding an Item on the Agenda Resolution No. 20-8895
0 n?"1. (' _T J ? I P'l I?: 37 f_. - • J . .. '- j -
City of
Santa Clara
The Center of What's Possib!u

CITY COUNCIL WRITTEN PETITION
Please provide the information requested below. When complete, please submit to the City Clerk's Office, 1500 Warburton Avenue, Santa Clara, CA 95050. ~ __ Date:vept 20,2 20 22
I, ·1e v:e Sa, {) ,·N & I / , am hereby requesting to be placed on the Santa Clara City Council Agenda for the following purpose:

I understand that it is important that I attend the meeting in the event there are any questions the Council wishes to ask me.
~ /'Q,,,' ... ff I)
Signed:/~ (/r~
NAME: ·re\/'"e ;za. 0 'Net I I
ADDRESS: :2... 8 ;?.~ S. Vea.mo re Wa. \./
..- Street J
5Cl.i-\,--\tt c..dcur-tt_ Cf.sos/
City Zip Code
Optional
DATE:,.Jed, 20, 2~ 7 7
"NOTE: This is a public document. If your telephone number is unlisted or if you do not want it to be public, please provide an alternate number where you can be reached.

S:\CityClerk\FORMS AND INFORMATION FOR STAFF USE\Written Petitlon'Form - 2016.doc Please place on the agenda for the September 27, 2022 City Council meeting a vote to agendize a public review of the Settlement Agreement and Mutual Release dated August 31, 2022 between the City of Santa Clara, the Santa Clara Stadium Authority, and the 49er football team entities. Despite requests from the Santa Clara public to have a discussion on elements of the proposed settlement agreement after the 49ers released the major details of the offer to the media, there was no public discussion of the merits of the offer. After the City Council returned from closed session during the August 30, 2022 Combined City Council and Stadium Authority meeting, the Interim City Attorney stated that there was "no reportable action." Santa Clara has not publicly made any announcement related to this significant agreement. The members of the Santa Clara public are owed a detailed explanation of the elements of the settlement, its impact on past disputes and future relationship with the 49ers and health of the Stadium Authority. Santa Clarans deserve to know why each council member either supported or did not support this settlement. Please be transparent with your public and schedule a full and public discussion of this settlement agreement as soon as is practicable. Thank you.

City of Santa Clara
Agenda Report
1500 Warburton Avenue
Santa Clara, CA 95050
santaclaraca.gov
@SantaClaraCity
22-1250 Agenda Date: 10/4/2022

REPORT TO COUNCIL

SUBJECT
Action on a Council Written Request (Council Policy 030) Submitted by Vice Mayor Jain Requesting to Place an Agenda Item at a Future Council Meeting to Set a Study/Briefing Session for the Public in which the Terms of the Settlement Agreement are Discussed as well as Presentation of Sources of Revenues, to include an explanation of the Waterfall through which Money Flows as well as the Rate at which the various Loans are being Paid Off

COUNCIL PILLAR
Enhance Community Engagement and Transparency

BACKGROUND
Council Policy 030 - Adding an Item on the Agenda (Attachment 1) sets forth the procedure for written petitions. Any member of the public or Council may submit a written request raising any issue or item within the subject matter jurisdiction of the Council. Per the policy, the written request will be submitted on the agenda, in the form substantially provided by the requestor, without any staff analysis, including fiscal review, legal review and policy review. If a simple majority of the City Council supports further study of the request, then a full staff analysis shall be prepared within thirty (30) days, unless otherwise directed by the City Council.

DISCUSSION
The City Clerk’s Office received a Council Written Request on September 27, 2022 requesting to place an agenda item at a future council meeting to set a study/briefing session for the public in which the terms of the settlement agreement are discussed as well as presentation of sources of revenues (land lease, rent naming rights, ticket surcharges for NFL and non-NFL, parking, concessions, SBL sales, etc) as well as a discussion of how the money is spent (operating expenses, public safety, capital expenses, capital expense reserves, Term A mortgage, Manco Subloan, Demolition reserve, bank loan, operating reserves, discretionary fund, general fund, etc). I would like an explanation of the waterfall through which money flows as well as the rate at which the various loans are being paid off. I’m not looking for a super detailed explanation of every penny but generally where the money comes from and how it gets to the general fund.

FISCAL IMPACT
There is no fiscal impact associated with considering the request to be placed on a future agenda except for staff time.

City of Santa Clara Printed on 9/29/2022Page 1 of 2
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22-1250 Agenda Date: 10/4/2022

PUBLIC CONTACT
Public contact was made by posting the Council agenda on the City’s official-notice bulletin board outside City Hall Council Chambers. A complete agenda packet is available on the City’s website and in the City Clerk’s Office at least 72 hours prior to a Regular Meeting and 24 hours prior to a Special Meeting. A hard copy of any report to Council may be requested by contacting the City Clerk’s Office at (408) 615-2220, [email protected] <mailto:[email protected]>.

ALTERNATIVES

1. Set a future Council meeting date to take action on the Written Petition received.

2. Take no action.

3. Any other City Council Action, as determined by the City Council.

RECOMMENDATION
Staff makes no recommendation.

Reviewed by: Nora Pimentel, Assistant City Clerk
Approved by: Rajeev Batra, City Manager

ATTACHMENTS

1. Policy and Procedure 030 - Adding an Item on the Agenda

2. Council Written Request submitted by Vice Mayor Jain dated September 26, 2022 City of Santa Clara Printed on 9/29/2022Page 2 of 2
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RESOLUTION NO. 20-8895