Sunnyvale City Council
December 3, 2024

Memo
randum
Date: Novem
ber 14, 2024
To: Joshua
Llamas, City of Sunnyvale
From: Oll
ie Zhou, Shikha Jain
Subj
ect: Potenti
al Changes to the Sunnyvale Neighborhood Traffic Calming Program As pa
rt of the Sunnyvale Neighborhood Traffic Calming Program (NTCP) update, Hexagon conduct
ed a literature review of traffic calming programs of comparable cities in the region, tra ffic
calmi
ng criteria and thr
esholds, and traf
fic calming measures and best practices. This review was used to
inform the Cit
y about the neigh
borhood traffic calming best practices in the region. In addit
ion to the literature review, Hexagon also conducted community outreach through two communi
ty meetings, a stakeholder meeting with Department of Public Safety (DPS), and a s tudy
session
with City Council to understand their concerns about the current program. The review of tra
ffic calming programs, cr
iteria, and thresholds of com
parable cities, t
raffic calming measures, and
communi
ty feedback is attached as Appendix A, B, and C respectively.

Based on
the feedb
ack by all and t
he literature review, the following potential changes to the NTCP have been
identified.

Expan
d the Defin
ition of Traffic Calming
The curr
ent NTCP Handbook defi
nition of traffic calming focuses on what traffic calming is and the issues
it treats. The current definition is:
“Traffi
c Calming employs
a combination of non-physical
and physical measures to reduce
cut-through
traffic and speeding, alter driver behavior and improve conditions for all users on the
road.”
Based on
discussions with City Staff and public input, the issue of cut-thr ough traffic and speeding
in resi
dential areas needs to be treated to:
• Imp
rove quality of life for all residents
• Imp
rove comfort level for non-vehicul
ar users
Therefo
re, the traffic calming definition can be expanded to include these reasons. A potential updat
ed definition of traffic calming for the NTCP is:
“Traffi
c Calming employs
a combination of non-physical
and physical measures to reduce
cut-through
traffic and speeding issues
in residential neighborhoods, impro
ve quality of life
for reside
nts as w
ell as the comfor
t level for non-vehicl
e road use
rs.”
Furt
hermore, in support of the traffic calming definition and to provide a clear focus of this program, the
following objectives for the traffic calming program shall be i ncluded:

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• Encourage responsible driving;
• Discourage non-residential cut-through traffic on local residential streets; • Maintain emergency vehicle response times; and
• Reduce the need for police enforcement post traffic calming Changes to the Program Process
Based on community and City Council input and a review of other City’s programs, the following highlighted steps in the current NTCP process (illustrated below) could be modified to better align it with City’s current policies and community needs:
• Report the Concern
• Is the location eligible for Traffic Calming?
• Is there neighborhood consensus? (Initial Petition Stage) • Staff data collection and evaluation. Are thresholds exceeded? • Stage 1 Traffic Calming implementation
• Stage 2 Traffic Calming Study
• Is there neighborhood consensus? (Stage 2 measure implementation)

Source: Sunnyvale Neighborhood Traffic Calming Program Handbook, 2002 Potential modifications to each of the steps including the pros and cons associated with the modifications is provided below.

Report the Concern
Currently, the City of Sunnyvale website has a link to the existing Neighborhood Traffic Calming Handbook that a resident can download. If a resident wants to request a concern, they need to Attachment 1

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contact the City’s public works department, who direct them to complete the traffic calming request form if the request is eligible. Following the completion of the request, the resident needs to reach out to the public works department for any updates on the request. Furthermore, if the resident request is not eligible, staff directs them to other city programs. Based on input from the community, this process is not user friendly and transparent. Therefore, one of the potential updates to the program involves improving the communication and transparency of the program.

In order to improve the communication of the program, a program webpage could be created that may include the information listed below to provide an easy and accessible guide for the residents/public to follow:

• Link to Traffic Calming Program Handbook
• Direct and simple information about the program and process related to:
o Definitions and Objectives of the program
o Traffic Calming process flow chart
o Link to the Traffic Calming Petition
o Roadway Classification Map
o Speed and Volume Thresholds
• Improved transparency for completed and ongoing requests like:
o Status of requests (i.e. completed, under review, not yet started) o If completed, findings and measures implemented, whether Stage 1 is successful, and if not, status for Stage 2 implementations
• Clarify available resources for common resident concerns:
o Provide links or information on other City programs that cover transportation concerns not covered under NTCP. Examples of common resident requests and other City programs include:
▪ Common resident requests like intersection controls, new crosswalk or crossing improvements, signing and striping, and enforcement can be reported through Access Sunnyvale.
▪ Improvements near schools can be reported through the school or school district.
▪ Other City programs include the adopted Active Transportation Plan and Vision Zero plan. If there are recommendations in those plans to improve the segment of concern, the City looks for funding opportunities to implement them.

The pros/cons of improving program communication are provided in Table 1.

Table 1: Pros/cons of Improving Program Communication
Pros Cons
• Improved program transparency and
clarity
• Require additional staff resources to
update ongoing projects
• Direct resident requests to the most
appropriate City program

• Residents can view status updates on
traffic calming requests

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Is the Location Eligible for Traffic Calming?
The current Sunnyvale NTCP does not include residential collector streets. A review of 8 other cities’ similar programs in the region showed that five cities include residential collector streets under their program and three cities do not include residential collector streets under their program.

The City could potentially include residential collector streets in their program making 48 residential collectors throughout the city eligible for traffic calming. However, since collector streets move traffic from local streets to arterial streets, traffic calming criteria for residential collectors should only include speed thresholds, and traffic calming measures considered on residential collector streets should only include speed reduction measures. Volume thresholds or volume diversion measures should not be considered for residential collectors since they may divert traffic to local residential streets.

Traffic calming criteria and traffic calming measures to be considered for residential collectors include:
• Traffic calming criteria for residential collectors:
o Speed threshold can be similar to that of local streets • Traffic calming measures for residential collectors:
o Traffic calming measures that could be considered for residential collectors include all Stage 1 measures and Stage 2 speed reduction measures like Curb Extension, Choker, Chicane, Median Island, and Speed Cushion.
o Traffic calming measures such as Median Barrier, Forced Turn Island, Barrier, Channelization, Diagonal Diverter, One-Way Street, One-Way Choker, Half-Closure or Semi-Diverter, Street Closure, and Cul-de-sac are used for volume diversion and reduction of cut-through traffic. Therefore, they should not be considered for residential collectors.

The pros/cons of including residential collectors in the program are provided in Table 2.

Table 2: Pros/cons of Expanding the Program to Include Residential Collectors Pros Cons
• Address potential speeding and volume
issues on residential collectors
• Respond to requests that could improve
residents' quality of life
• Require additional staff resources
• May impact emergency response times
• May result in traffic diversion to local
residential streets
• Limited traffic calming measures are
applicable

Is there Neighborhood Consensus (Initial Petition)?

Currently, the NTCP requires an initial petition with greater than 50 percent support from a neighborhood boundary (determined by the City) to start the traffic calming process. Once the project receives support, the City conducts the initial Stage 1 process. If Stage 1 measures cannot adequately address the traffic calming concerns, the City conducts the Stage 2 process without the need for another petition to begin the process.

Most other cities whose programs were reviewed require only an initial petition from a resident to implement Stage 1 measures. However, they do require 10 percent to 60 percent support to initiate the process of considering Stage 2 measures. Stage 1 measures are non-physical measures that Attachment 1

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are typically easy to implement, relatively inexpensive, less intrusive, and have few negative effects.

On the other hand, stage 2 measures are physical measures, which unlike non-physical measures, inconvenience all vehicles. These measures are difficult to implement, relatively expensive, can be very intrusive, and have varying negative effects. Therefore, cities want to ensure that there is neighborhood support when considering implementation of Stage 2 measures.

A potential change to the program could include lowering the support required during the initial petition stage to implement Stage 1 measures. The pros/cons of reducing the initial petition support percentage are provided in Table 3.

Table 3: Pros/cons of Reducing the Initial Petition Support Percentage Pros Cons
• Easier to initiate a traffic calming
request for residents

• Result in additional traffic calming
studies and city resources as the initial
petition requirement is reduced
• Less than 50% support means we do
not have a majority who share the same
concerns
• Require a second petition to initiate
Stage 2 measures to ensure majority
support prior to consideration of
physical traffic calming measures
Staff Data Collection and Evaluation. Are thresholds Exceeded? The NTCP current speed and volume thresholds are:

• Speed threshold:
o 85th percentile speed > 32 miles per hour, or
o 95th percentile speed > 35 miles per hour
• Volume threshold:
o ADT > 1,000 vehicles per day

The 85th percentile speed threshold and the volume threshold are in line with other reviewed cities’ traffic calming programs. However, no other cities’ program included a 95th percentile speed threshold. The 95th percentile threshold implies that out of 100 vehicles, as long as five vehicles exceeded the 95th percentile speed threshold, then traffic calming can be considered. This threshold addresses resident concerns for the few drivers who considerably exceed the speed limit. In all the traffic calming studies that the City of Sunnyvale has conducted, no location has only met the 95th percentile speed threshold. Furthermore, all studied locations that met the 85th percentile speed threshold also met the 95th percentile speed threshold.

Since this threshold is not used by other cities and has never solely qualified a street for traffic calming in Sunnyvale, it could potentially be removed from the program.

The pros/cons of removing the 95th percentile speed criteria are provided in Table 4.

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Table 4: Pros/cons of Removing the 95th Percentile Speed Criteria Pros Cons
• Focuses on speeding issues that are
prevalent versus those caused by a
handful of outlier speeders

• Relies on police enforcement to
address outlier speeders

Stage 1 Traffic Calming implementation (Stage 1)
A review of traffic calming measures as part of the Traffic Calming Measures for the Sunnyvale Neighborhood Traffic Calming Program Memorandum by Hexagon dated August 9, 2024 showed that most of the documented traffic calming measures are identified in the Sunnyvale NTCP.

However, a stage 1 measure not included in the Sunnyvale NTCP that could be added is community outreach and education. Community outreach involves neighborhood awareness and education campaigns on traffic and traffic safety issues. These campaigns can consist of neighborhood meetings, written correspondence, school safety workshops, or other programs that help inform and educate the public.

The pros/cons of adding community outreach and education to the traffic calming measures are provided in Table 5.

Table 5: Pros/cons of Adding Community Outreach/Education to Traffic Calming measures Pros Cons
• Providing a forum for residents to
discuss their concerns
• Educating residents who occasionally
speed within the residential
neighborhoods
• Low-cost relative to other measures
• Cultural and language barriers may
dissuade resident participation
• Require additional staff resources
• Unproven and potentially limited
effectiveness
Stage 2 Traffic Calming Study (Stage 2)
A stage 2 measure not included in the Sunnyvale NTCP that could be added is raised intersections.

A raised intersection is a flat, raised area covering an entire intersection with ramps on all approaches. It brings the entire intersection to the level of the sidewalk and serves as a speed table that covers an entire intersection, including the crosswalks.

The pros/cons of adding raised intersection to traffic calming measures are provided in Table 6.

Table 6: Pros/cons of Raised Intersection to Traffic Calming measures Pros Cons
• Calm two streets at once
• Can reduce cut-through traffic and
speeding
• Improve pedestrian safety by slowing
down vehicles at common crossing
locations
• May impede emergency response
vehicles and trucks travel times
• Higher construction cost and increased
maintenance

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Is there Neighborhood Consensus (Stage 2 measure implementation)? The current Sunnyvale NTCP consensus requirements for implementation of Stage 2 measures include 60 percent or more support from neighborhood residents and 100 percent support from residents within 100 feet of the device. The review of other cities’ programs showed that most cities required 50 percent to 70 percent support for the implementation of Stage 2 measures through a neighborhood vote. One city also requires 100 percent support from homeowners fronting the device and one city requires greater than 50 percent support from homeowners within 100 feet of the device.

Sunnyvale’s requirement of 100 percent support from residents within 100 feet of the device is stricter than other cities’ requirements and could potentially make it harder to gain consensus among neighbors, compared to other reviewed cities. This requirement could potentially be remove to align with other cities’ programs.

The pros/cons of modifying the neighborhood consensus requirements to only require support from 60 percent or more neighborhood residents are provided in Table 7.

Table 7: Pros/cons of Modifying the Neighborhood Consensus Requirements Pros Cons
• Easier to select a location for the device
• Easier to achieve neighborhood
consensus and move the process
forward
• Residents with frontage at the proposed
device location might object

Conclusions
The Sunnyvale NTCP is generally in line with other reviewed cities traffic calming programs.

However, based on community and City Council input and a review of other city programs, the following modifications could be made to the program:

• Expand the definition of traffic calming and adding program objectives • Improve the communication of the program and making it more user friendly and transparent by creating a webpage for the program
• Include residential collector streets in the program
• Reduce the initial petition support percentage
• Remove the 95th percentile speed criteria from the program • Add community/outreach and education as a Stage 1 traffic calming measure • Add raised intersection as a Stage 2 traffic calming measure • Remove the “100% resident support living within 100 feet of a proposed Stage 2 Traffic Calming Measure” requirement
Attachment 1

APPENDIX A
Criteria and Threshold Evaluation

Attachment 1

Traffic Calming Criteria and Threshold Evaluation
Memorandum
Introduction
As traffic congestion increases in the Bay Area, cities frequently receive complaints from their residents about speeding and cut-through traffic in their neighborhoods. In response to public concerns, many cities have adopted a traffic calming program, frequently referred to as the “Neighborhood Traffic Management Plan”, to systematically address public concerns.

The City of Sunnyvale currently has an adopted traffic calming council policy and traffic calming program. The purpose of this memorandum is to review the current criteria and thresholds in the City’s Neighborhood Traffic Calming Program and compare criteria and thresholds to other cities’ traffic calming programs that were approved or updated relatively recently within the San Francisco Bay Area.

What is “Traffic Calming”
The Institute of Transportation Engineers, an international educational and scientific association of transportation professionals, defines traffic calming as follows:
“Traffic calming is the combination of mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behavior, and improve conditions for non-motorized street users (bicyclists, pedestrians, etc…).”
In an effort to improve safety for non-motorized street users and improve neighborhood livability, many cities in the Bay Area have expanded this definition to also include non-physical measures, such as education programs and enhanced enforcement.

Sunnyvale Traffic Calming Policy and Handbook Overview
City of Sunnyvale Council Policy 1.2.4 Traffic Calming and City of Sunnyvale Traffic Calming Handbook is designed to assist in the consideration and implementation of traffic calming measures in residential neighborhoods.

Per the City’s policy and handbook, the traffic calming process to address neighborhood traffic concerns on local residential streets includes a Stage 1 program and a Stage 2 program. The process begins when a resident reports speeding problems or cut-through traffic problems.

The Stage 1 program includes measures that do not involve the use of physical controls. These include speed feedback trailers, police enforcement, and signing and striping. If the Stage 1 traffic calming measures are not successful in reducing speeds and/or cut-through traffic along the residential street, the Stage 2 program is triggered, which could involve physical modifications to the street like speed humps, traffic circles, curb extensions etc. A formal traffic study to suggest possible solutions to the problem will be conducted and neighborhood involvement is a critical component of this process.

Sunnyvale’s traffic calming criteria and process are described in detail and are compared to other Bay Area cities’ adopted traffic calming programs in the sections below.

Attachment 1

Traffic Calming Programs in Comparable Cities
This memorandum reviewed the current traffic calming programs in comparable cities within the Bay Area where traffic calming programs were adopted or modified within the last eight years.

These cities are listed below. City of Fremont’s Residential Traffic Calming Program was adopted by the City Council in 2002 and was included in the review per the City of Sunnyvale staff’s request.
 City of Mountain View, Neighborhood Traffic Management Program, June 22, 2021  City of Livermore, Neighborhood Traffic Calming Program and Priority List, September 2020  City of Cupertino, Neighborhood Traffic Calming Program, July 2020  City of Gilroy, Neighborhood Traffic Management Program, November 2019  City of Campbell, Neighborhood Traffic Calming Program, July 2017  City of San Carlos, Neighborhood Traffic Management Program, April 2017  City of Redwood City, Policy and Guidelines for Residential Traffic Calming, September 2016  City of Fremont*, Residential Traffic Calming Program, May 2002 *Note that the program has been suspended due to lack of funding. The City of Fremont’s General Plan Traffic Calming Policy (Policy 3-4.5) states that it should be reinstated as budget conditions allow.

Most adopted traffic calming programs typically contain five sections: 1) traffic calming issues, 2) street qualifications, 3) appropriate traffic calming devices and implementation stages, 4) implementation procedures, and 5) funding and prioritization mechanisms. This memorandum first defines the various terminologies in this paper, then discusses each section of a typical traffic calming program in detail and highlights the commonalities and differences between each city’s adopted program.

Definitions
This section presents a brief definition and discussion about the terminologies used in this paper.
85th / 95th Percentile Speed
The 85th percentile speed is the speed that 85 percent of the motorists drive at or below.

Similarly, 95th percentile speed is the speed that 95 percent of the motorists drive at or below.

The 85th percentile speed is traditionally used by traffic engineers to determine speed limits, which must be set at reasonable levels to achieve compliance.

Average Daily Traffic (ADT)
Average daily traffic (ADT) represents the total number of vehicles using the street on a typical day.

Cut-Through Traffic
Cut-through traffic refers to traffic that has neither an origin nor destination within the neighborhood. Neighborhood is generally defined as a contiguous area bounded by arterials or natural boundaries.

Roadway Classification
Roadways within a City are typically classified in the City’s General Plan. There are differences among cities in street classifications, but there is an overall theme that each City has arterials, collectors, and local streets. Arterials are major thoroughfares within the City that connect City streets to regional network (freeways and expressways). Local streets are roadways that provide access to individual properties and are mostly residential in nature. Collector streets serve as the connection between local streets and arterials. A map showing the City of Sunnyvale’s roadway classification is provided in Figure 1 below.

Attachment 1

Figure 1: Sunnyvale Roadway Classification

Attachment 1

Traffic Calming Issues
Many cities have clearly identified the issues that could be addressed using the traffic calming program. In most cities, speeding and high traffic volume (due to cut-through traffic) are the two primary concerns requiring the implementation of traffic calming measures. Some cities, such as the City of Gilroy and the City of San Carlos, have also included collisions as issues to be addressed by implementing traffic calming measures. Many cities recognize that not all traffic related issues can be addressed with the traffic calming program and have other programs to address issues not covered by the traffic calming program. Sunnyvale’s traffic calming program is currently designed to address only speeding and high traffic volume issues on local residential streets. Sunnyvale has other programs to address issues such as safety concerns, bike facility improvements, stop sign requests, etc.

Street Qualifications
Traffic calming measures are mostly designed to maintain a reasonable travel speed and/or regulate the volume on the affected streets. Therefore, traffic calming measures may not be applicable to all street types. All cities apply traffic calming measures on local residential streets as these are the streets that should have lower speeds and volumes. Reducing arterial speeds and capacities may cause more vehicles to seek alternative cut-through routes on collector and residential streets and would undermine the purpose of traffic calming. Some cities studied in this memo also apply traffic calming measures on residential collector streets and apply different qualification criteria for traffic calming on local residential and residential collector streets.

Collector streets are more challenging to include in a neighborhood traffic calming program because these streets should be allowed to maintain an intermediate level of traffic volume (lower than arterials but higher than local residential streets), so traffic calming measures should be used more carefully on these streets to avoid unintended consequences such as pushing cut through traffic onto local streets.

As shown in Table 1, the City of Sunnyvale’s traffic calming program is only applicable to local residential streets. The traffic calming programs of most other Bay Area cities studied in this memo are applicable to local residential streets as well as collector streets that are residential in nature. The City of San Carlos is unique because it also allows certain non-aggressive traffic calming measures on arterial streets.

In all cities, the qualified streets also have to pass a threshold test to be eligible for certain/all types of traffic calming measures (see more discussion in section below). The 85th percentile speed and bi-directional average daily traffic (ADT) volume are common criteria used to qualify streets for traffic calming measures while number of collisions is a less common one.. These criteria are discussed below:
 Speeding: Most cities studied in this memo define a “speeding issue” within a residential neighborhood (25 mph speed limit) as having the 85th percentile speed exceed 30 mph to 33 mph. Along a residential collector street, the threshold is generally having the 85th percentile speed exceed the speed limit by 7 mph. Other speeding criteria used include 60 to 70 percent of vehicles exceeding the posted speed limit or 150 vehicles per day (vpd) exceeding the speed limit by 6 to 7 mph. Sunnyvale defines a “speeding issue” within a residential neighborhood (25 mph speed limit) as having the 85th percentile speed exceed 32 mph. Sunnyvale also allows for some situations where the residents are concerned about few drivers considerably exceeding the speed limit. In these cases, a 95th percentile speed of 35 miles per hour is used as a threshold.

Attachment 1

 Volume: Typical ADT thresholds range between 1,000 vpd to 2,000 vpd for residential/local streets, and between 3,000 vpd to 4,000 vpd for collector streets, if qualified. Fremont has an ADT threshold of 800 vpd to 3,500 vpd for the City’s Speed Lump Policy. Beyond 3,500 vpd, Fremont would consider implementing alternate traffic calming measures. Some cities, like Cupertino and Mountain View, also require streets to meet a “cut-through” percentage threshold. The cut-through traffic threshold ranges between 25% to 40% of the ADT. Sunnyvale uses an ADT threshold of 1,000 vpd for local residential streets.
 Collisions: Gilroy and San Carlos have broader definitions of “traffic calming issues” and have included collision rates as a threshold. Gilroy has a collision threshold of five collisions in the last three years and San Carlos has a collision threshold of the three- year accident rate on the street to be greater than the City average for comparable streets. Both cities require that the primary collision factors are correctable by traffic calming improvements.

It should be noted that many physical traffic calming measures that are designed to slow vehicles or restrict vehicle access would have negative effects for emergency vehicles, buses, and/or trucks. All cities, including Sunnyvale, recognize these effects and require these be considered when qualifying streets for traffic calming and/or analyzing traffic calming alternatives.

Each City’s qualification criteria for traffic calming is summarized on Table 1.

Attachment 1

Table 1
Qualification Criteria Summary

City Roadway Classification1 Percentile Speed2 Volume Collisions3 Sunnyvale local residential street 85th percentile > 32 mph 95th Percentile > 35 mph ADT > 1,000 vpd
local residential street 85th percentile > 31 mph or 30 mph in a school zone cut-through > 25% ADT
residential collector street
85th percentile > speed limit (25 mph) + 6
mph or, over 150 vehicles per day traveling
above 31 mph
85th percentile > speed limit (30 mph) + 7
mph, or over 150 vehicles per day traveling
above 37 mph
85th percentile > speed limit (35 mph) + 7
mph, or over 150 vehicles per day traveling
above 42 mph
cut-through > 25% ADT
Cupertino local residential street 85th percentile > 32 mph or 30 mph in a school zone
cut-through > 25% ADT and,
ADT > 1,000 vpd
Campbell 4 local residential street ADT > 1,000 vpd
residential collector street ADT > 2,000 vpd
cut-through > 40% ADT
Qualification Criteria
Mountain View
85th percentile > speed limit + 7 mph
Redwood City
local residential street or
"Pedestrian Street", or "Bicycle
Boulevard" (2-lane)
85th percentile > 30 mph (35 mph on
streets posted 30mph) or,
60% of the traffic exceeds the posted
speed limit or,
average speed of vehicles in the top 15th
percentile is 40 mph or greater
Attachment 1

City Roadway Classification1 Percentile Speed2 Volume Collisions3 Fremont local residential street 85th percentile ≥ speed limit + 8 mph ADT > 800 vpd San Carlos local residential street or
pedestrian route ADT > 1,200 vpd
other collector street ADT > 4,000 vpd
arterial street ADT > 13,000 vpd
Livermore local residential street and
residential collector street 85th percentile ≥ speed limit + 8 mph cut-through > 250 vpd Gilroy 5 local residential street cut-through > 25% ADT and, ADT > 1,000 vpd
residential collector street --
Notes:
1General Plan Roadway Classification is provided in " " else the street qualification criteria in the traffic calming program is provided. 85th percentile > speed limit + 7 mph or,
70% traffic exceeds posted speed limit 5 in last 3 years 3Collisions will be used to justify the installation of traffic calming devices when either speed or volume thresholds are not met. Must be collisions preventable via traffic calming.
85th percentile > speed limit + 7 mph 3-yr accident rate > City average for comparable streets
Qualification Criteria
2Speed limit of a local residential street is typically 25 mph. 4The criteria provided is for implementing Stage 2 measures only which are described in detail in later sections of the memorandum. 4Both speeding and volumte criteria must be satisfied in Campbell for the street to be eligible for traffic calming.

Attachment 1

Traffic Calming Measures & Implementation Stages
Traffic calming measures can typically be divided into two categories: non-physical and physical measures. Common non-physical and physical measures are briefly discussed below and listed in Table 2:
 Non-physical measures include educational programs, police enforcement, speed feedback signs, additional signage (stop signs and turn-prohibition signs excluded), and additional pavement striping. These measures do not disturb normal traffic operations or emergency operations and target only those that are speeding and/or cutting-through.

These measures are easy to implement, relatively inexpensive, less intrusive, and have few negative effects. At the same time, these measures may also have limited effectiveness in mitigating the traffic calming issues compared to physical measures.

Sunnyvale’s program categorizes these as Stage 1 measures. Other City programs use different nomenclature like Tier 1 measures, Level 1 measures etc.

 Physical measures typically include speed humps/tables, traffic circles/roundabouts, physical lane narrowing/shifting measures (i.e. bulbouts, chokers, chicanes), and physical movement-restriction measures (i.e. turn-prohibition, forced-turn channelization, half street closure and full street closure). Unlike non-physical measures, physical measures inconvenience all vehicles. Physical measures are difficult to implement, relatively expensive, can be very intrusive (i.e. full street closure), and have varying negative effects (i.e. visual and noise impacts, primary response times, diverted traffic).

Sunnyvale’s program categorizes these as Stage 2 measures. Other City programs use different nomenclature like Tier 2 measures, Level 2 measures etc.

All cities typically require non-physical measures to be considered/implemented before implementing physical measures.

Attachment 1

Table 2
Common Traffic Calming Measures/Devices

Table 3 lists traffic calming measures from the Federal Highway Administration (FHWA) Traffic Calming ePrimer and Caltrans Traffic Calming Guide considered in the reviewed cities’ traffic calming programs. As shown in the table, all the measures considered in Sunnyvale’s traffic calming program are also considered in at least one other City’s traffic calming program.

Measures that are part of the traffic calming program for most cities are radar speed trailer deployment, police enforcement, community outreach/education, traffic signing and pavement markers, speed humps/cushions/lumps, traffic circles, curb extensions, and median islands.

Measures that are part of only one other City’s traffic calming program compared to Sunnyvale include woonerfs and street closures.

Traffic Calming Measure/Device Brief Discussion
Non-Physical Measures (Stage 1)
Community Outreach/Education Meetings and workshops to educate residents about traffic safety issues Police Enforcement Deploy police officers to target neighborhood streets with reported speeding problems
Signage Speed limit signs, radar speed feedbacks, etc.

Pavement Striping Lane striping to narrow travel lane widths usually to 10 feet wide Physical Measures (Stage 2)
Speed Humps/Tables Raised areas placed across the road designed to slow vehicles as they approach the humps/tables
Traffic Circles/Roundabouts Raised circular islands placed in the center of an intersection designed to slow vehicles and reduce intersection conflict points
Curb Extensions/Bulbouts Curb extensions placed at an intersection to narrow the travel lanes Chokers Curb extensions placed along a roadway to narrow the travel lanes Chicanes Alternating curb extensions placed along a roadway to narrow the travel lanes and create an "S-shaped" street
Turn-Prohibition Signage restricting specified turn movements at an intersection Forced-Turn Channelization Raised islands at an intersection that block certain movements Half-Street Closure Physical barriers placed at one end of an approach so the street can only be entered from one direction but vehicles can exit in both directions Full-Street Closure Physical barriers placed at one end of the street effectively creating a dead-end Median Entry/Exit/Midblock Islands Raised island located along the street centerline that narrows the travel lanes at that location.

Median Barriers These can be a barrier or raised island along the center of a roadway to prohibit left turns or crossing traffic.

Diagonal Divertors Physical barrier placed diagonally across a four-legged intersection. The barrier creates two unconnected intersections.

One-Way Streets Traffic on a street is regulated to only allow traffic to flow in one direction. Usually this is accomplished through sign placement.

Woonerf Typically narrow streets without curbs and sidewalks, and vehicles are slowed by placing trees, planters, parking areas, and other obstacles in the street.

Notes:

Stage 1 and Stage 2 is nomenclature used by Sunnyvale.

Attachment 1

Table 3
Traffic Calming Measures/Devices Included in Reviewed City’s Traffic Calming Programs

Non-Physical Measures (Stage 1)
Radar Speed Trailer Deployment2 X X X X X X X X X
Traffic Enforcement Action3 X X X X X X X
Community Outreach/Education3 X X X X X
Traffic Signing and Pavement Marker4 X X X X X X X X X
Physical Measures (Stage 2)
Vertical Deflection
Speed Hump X X X X X X
Speed Cushion/Lump X X X X X
Speed Table/Raised Crosswalk X X X X X X X
Raised Intersection X
Horizontal Deflection
Traffic Circle X X X X X X X X X
Roundabout X X X X X X
Street Width Reduction
Curb Extension/Choker/Chicane X X X X X X X X X
Median Island X X X X X X X X X
Routing Restriction
Median Barrier, Forced Turn Island,
Barrier, Channelization X X X X
Diagonal Diverter X X X X
One-Way Street X X X
One-Way Choker, Half-Closure or Semi-
Diverter X X X
Street Closure and Cul-de-sac X X
Woonerf X X
Notes:
1 2
3 4
Mountain View, Cupertino, Campbell, and Redwood City consider speed feedback signs as a physical measure.

Campbell's program recommends education and enforcement if the street doesn't meet qualifications for traffic calming.

Mountain View, Cupertino, Campbell, and Redwood City, staff can approve a resident's request for signing & striping without requiring a petition.

Fremont San Carlos Livermore Gilroy
Stage 1 and Stage 2 measures are nomenclature used by Sunnyvale. Some cities follow different nomenclature like Tier 1 and Tier 2 measures or Level 1 and Level 2 measures. Mountain View, Cupertino, Campbell, and Redwood City only include physical measures as part of their traffic calming program.

Measure1 Sunnyvale Mountain
View Cupertino Campbell Redwood
City
Attachment 1

Typical Implementation Procedures
While each city follows a unique implementation procedure, research found that all cities’ procedures require non-physical measures to be considered before considering physical measures. For consideration of non-physical measures, the procedure generally involves a combination of the following elements: resident request, resident petition, and/or request qualification. For physical measures to be considered, the request must have satisfied certain request qualifications, and the process generally involves the following elements: neighborhood meetings and traffic calming studies, neighborhood consensus, traffic calming measure approval, and implementation. The discussion below is separated by the process for implementing non-physical and physical measures.

Non-Physical Measure (Stage 1) Implementation Process
Request Initiation and Eligibility
All researched cities require the traffic calming process to be initiated by a resident request.

If the request is signage and striping improvement, staff for the cities of Mountain View, Cupertino, Redwood City, and Campbell, approve the installation without requiring further action. All other measures considered by these cities follow the physical measures implementation process as outlined in the next section.

For Sunnyvale, staff will first review the request to determine the concerned street is a suitable street for traffic calming based on street classification. They will then require the resident to submit a petition form indicating that the expressed concern is widespread and shared. Upon receiving the resident request and petition for traffic calming, the staff will begin collecting data to determine if the street qualifies for traffic calming.

Livermore, San Carlos, Gilroy and Fremont require only a request from the resident and a determination by staff that the street classification is appropriate for this program prior to initiating an assessment of the street including collection of speed/volume data.

Implementation
If the street meets the criteria, Sunnyvale, Gilroy, Livermore, San Carlos, and Fremont staff will address the concern first using non-physical measures like additional signage (i.e. speed warning signs) and striping, education, and enforcement. The use of physical measures are reserved until non-physical measures are found to be not effective.

San Carlos staff may determine that non-physical measures may not be appropriate and may directly move on to physical measures.

Follow up Data Collection
For Gilroy and Fremont, data are collected 1-6 months after non-physical measures have been implemented, while Sunnyvale collects data 3-6 months after Stage 1 measures have been implemented as part of a follow-up study to evaluate the success of these measures.

For Cupertino, Redwood City, San Carlos, Mountain View, Campbell and Livermore, no follow- up data collection is specified in their respective documents. However, if the resident still has a concern, the resident can request to move the request forward to Stage 2 measures.

Physical Measure (Stage2) Implementation Process
All cities share a common philosophy that traffic calming projects are for the residents, and neighborhood involvement is critical in each step of the traffic calming procedure. Some cities require a petition showing neighborhood support prior to commencing the development of the traffic calming plan in addition to neighborhood support for the proposed plan itself. The process Attachment 1

of developing neighborhood consensus and ultimately funding and implementing the measures is described below and summarized in Table 4.

Initiation
For some cities, initiation of the traffic calming study for physical measures occurs only after non-physical measures have been implemented but have not resolved the speeding or volume issues.

Sunnyvale and Livermore staff initiate the development of a traffic calming plan that considers physical measures if non-physical measures have been unsuccessful.

Mountain View, Cupertino, Redwood City, and Campbell require a petition, then data collection (these cities do not collect data until this step) to qualify the streets before staff initiate the development of traffic calming plans. Mountain View and Cupertino require the resident or property owner to obtain signatures on a petition from a minimum of 10% of the residents or property owners on the street in question. Redwood City requires that the requestor obtain a signature of support from at least one additional property owner on the requested street to initiate data collection. Campbell requires a neighborhood petition signed by 50% of the affected households.

Redwood City, Livermore, and Gilroy prioritize working on traffic calming projects based on a scale system after collecting sufficient data to qualify the projects. This data typically includes considerations related to vehicles exceeding the 85th percentile speed threshold, ADT or cut- through volumes exceeding the respective city’s threshold, number of collisions, proximity to pedestrian generators, and neighborhood support. Priority is given to projects that have a higher total score using this criterion.

San Carlos, Fremont, Redwood City, and Gilroy require support from 50% to 70% of the households prior to commencing the development of a traffic calming plan that considers implementing physical measures.

Neighborhood Meetings and Traffic Calming Studies
The neighborhood process for all cities entails at least one meeting and potentially two meetings: one initial meeting to explain the traffic calming process and a second meeting to discuss the potential traffic calming measures. In addition, some cities also conduct a postcard survey to vote on traffic calming devices they would like to see in their neighborhood. Many cities also ask the residents to form a steering committee after the initial neighborhood meeting to represent the neighborhood and interact with staff.

While all cities involve residents in the study process by hosting neighborhood meetings, there are various levels of resident involvement in determining the traffic calming plans: 1) staff lead the process, and 2) resident/staff share the lead. These distinctions are discussed below:
 In Sunnyvale, San Carlos, and Redwood City, City staff would lead the process in developing the traffic calming plans. This is not saying that residents are not involved in the process, it just means that the process of developing a traffic calming plan is led by City staff. After qualifying the resident requests, City staff would develop the initial traffic calming plans with alternatives. Neighborhood meetings then occur so staff could explain the various alternatives and hear feedback from residents. Staff would then revise the plans based on resident feedback and hold additional meetings so residents could reach a consensus on the identified traffic calming plan. During the initial development of traffic calming plans, City staff would have considered the potential negative impacts of the plan, and consulted other relevant departments to ensure city policies are upheld with the plan.

Attachment 1

 The remaining cities require staff and residents to work together to develop a desired traffic calming plan during the neighborhood meetings. Livermore and Fremont specify that the residents should select a working group to work with city staff to develop the plans. The other cities do not specify the need for a working group.

Neighborhood Consensus
Once the traffic calming plan is identified and supported by both the staff and neighbors during the neighborhood meetings, most cities then require a neighborhood vote to put the plan before city decision bodies (i.e. traffic commission, city council) for approval. The voting area and level of required support to advance the plan differ among cities. The required support level within the voting area ranges between 50% and 70%. For some cities, the neighborhood voting area is the same as the study area. Other cities restrict the voting area to only the affected blocks, which may be smaller than the initial petition area to start the traffic calming process. Sunnyvale requires support from greater than 60% of the neighborhood voting area with 100% support from owners with properties within 100 feet of the device installation.

Traffic Calming Plan Approval
The traffic calming plan that has been developed by the neighborhood and city staff and reviewed by other City departments is then submitted to the city decision bodies for approval.

Half of the cities, including Sunnyvale, require only the City Council to hear the plan, while others require the Planning/Transportation Commission to review the plan prior to City Council.

Implementation
For half of the researched cities including Sunnyvale, once the appropriate decision bodies (discussed above) approve the plan, city staff would permanently implement the Stage 2 traffic calming measures. A trial implementation is not needed. In Mountain View, Campbell, San Carlos, and Fremont once a traffic calming plan is finalized during the neighborhood meetings, staff will install temporary devices to serve as a trial installation of the traffic calming measures.

At the end of the trial implementation period (typically 9 months to 1 year), staff will prepare a follow-up study, and present findings to the neighborhood. If there are revisions required to the plan, the neighborhood is asked to vote on the revised plan to advance the plan for city council approval. If there are no revisions required, the staff can make the measures permanent.

Funding
Most researched cities provide funding for the traffic calming program. Sunnyvale specifies that’s its funding will come from the General Fund, grants, and private funding. Livermore, Cupertino, Redwood City, and Fremont specify that funding will come from the General Fund.

Mountain View specifies that funding for smaller projects would come from the General Fund and larger projects would come from the Capital Improvement Program (CIP). Gilroy and Cambell specify that the funding will come from the CIP. San Carlos specifies that the funding will come from grants or private funding.

Implementation Prioritization
All researched cities recognize that they have only limited staff resources and budgets that can be devoted to traffic calming projects. Therefore, all researched cities have specified a prioritization method for the traffic calming requests. There are generally two methods of prioritization: 1) first-come first-served, and 2) scale system. Both are discussed below:
 Sunnyvale, Mountain View, Campbell, and San Carlos are the four cities that work on traffic calming projects on a first-come first-served basis.

As described above, Redwood City, Livermore, and Gilroy prioritize working on traffic calming projects. Once the traffic calming plans for the priority projects is developed and approved, they implement them. Cupertino and Fremont prioritize implementation of the traffic calming plan Attachment 1

after the plan is developed and approved. Generally, the prioritization process is based on a scale system. This data typically includes considerations related to speed, volumes, safety, proximity to pedestrian generators, and neighborhood support. Priority is given to projects that have a higher total score using this criterion.

Table 4
Summary of Each City’s Traffic Calming Procedure for Implementing Physical Measures

City
Petition to Initiate
Plan Development
Required Support for
Installation Test Period Funding Prioritization
1 Sunnyvale No
60% + 100% of the residents
within 100 feet of the
proposed device must
support the measure.

None
General Fund
Grants,
Private Funding
First come first serve
Mountain View
Petition with 10% of
property owners on
the street
Minimum 35% response to
survey; 67% project support 1 year General Fund/CIP First come first serve Cupertino
Petition with 10% of
property owners on
the street
67% None General Fund Priority List
Campbell Petition with 50% of
affected households 67% 1 year CIP First come first serve Redwood City
Petition with >50%
of affected
households
>50% None General Fund Priority List
Fremont Petition with 70% of
affected households >70% 9 month review General Fund Priority List San Carlos
Petition with >50%
of affected
households
>50% 1 year Private funding/
grants First come first serve
Livermore No
60% + 100% of the residents
fronting the proposed device
must support the measure.

None General Fund Priority List
Gilroy
Petition with >60%
of affected
households
Minimum 50% response to
survey ; 60% project support None CIP Priority List
Notes:
1 Livermore, Redwood City, and Gilroy prioritize working on traffic calming projects. Cupertino and Fremont prioritize the implementation of traffic calming projects.

Attachment 1

Device Removal
The entire traffic calming process is designed to ensure community buy-in for the permanent installation of the traffic calming devices. However, it is possible that residents may later request the removal of the traffic calming devices. Sunnyvale, Cupertino, Campbell, and Redwood City have not specified a process for device removals. Gilroy, Mountain View, and Fremont have specified that only residents within the study area could later petition to remove the devices. The process to remove the device would be similar to the installation process with neighborhood meetings, neighborhood approval and city approvals. San Carlos specifies that if the follow-up study finds the devices to be ineffective, staff could recommend the removal of the devices and/or implementation of additional devices. While most cities have not specified the funding responsibility for device removals, Livermore requires the neighborhood to fully fund the removal cost.

Sunnyvale Traffic Calming Requests
City of Sunnyvale staff provided Hexagon with traffic calming requests and speeding complaints/issues/comments that they have been tracking since 2004. Complaints are generally made by residents over the phone, email, in-person, or through their webpage and are documented by staff. Speeding complaints that relate to adding a speed feedback sign, speed limit sign, or requiring additional police enforcement are accordingly resolved by the staff.

Complaints that relate to wanting traffic calming along a street or neighborhood require the staff to follow the process outlined in their Neighborhood Traffic Calming program.

Since the initiation of the program, the City’s best available data shows that there were 229 requests by residents to address speeding concerns in their neighborhood using traffic calming.

As summarized in Table 5, 79% of the requests received by the City did not qualify for traffic calming. 88 requests were either for roadways classified as “Collector” or “Arterial” streets, non- residential streets, or private properties, which the traffic calming program labels as ineligible for traffic calming, 92 requests were classified as local residential streets, which are eligible for traffic calming. However, there were no neighborhood consensus forms filed with these requests. The traffic calming program uses this form to ensure the reported concern is shared by other residents along the reported roadway.
49 requests were eligible for traffic calming and City staff initiated traffic calming studies. Of these, 4 requests have initial studies still in progress. 28 requests have data collected but the data did not meet the threshold for traffic calming. The remaining 17 requests have resulted in either stage 1 measure under construction, stage 1 measure implementation, or stage 2 measure implementation.

Since 2004, Stage 1 traffic calming measures have been implemented along three residential streets (Heron Drive, Blazingwood Drive, and Pome Avenue) and Stage 1 traffic calming measures are under construction along four residential streets (Aster Avenue, Eleanor Way, Kingfisher Way, and Dartshire Way). The City has implemented Stage 2 traffic calming measures along 12 residential streets (Frances Street, Taafe Street, Norman Drive, Grape Avenue, Blair Avenue, Canary Drive, Plaza Drive, Bradford Drive, Iowa Avenue, Caroll Street, Bayview Avenue, and Garner Drive).

Attachment 1

Table 5
Traffic Calming Request Summary

All 2018-2023 All 2018-2023
Total requests 231 147 100% 100%
Request did not qualify for traffic calming study 180 135 78% 92% Roadway classified as "Collector" 75 57 33% 39%
Roadway classified as "Arterial" 5 4 2% 3%
Local residential streets without neighborhood consensus 92 68 40% 46% Non-residential street 1 1 0% 1%
Private Property 7 5 3% 3%
Request qualified for traffic calming study 51 12 22% 8% Study in-progress 4 4 2% 3%
Stage 1 measure under construction 4 3 2% 2%
Stage 1 measure implemented 3 0 1% 0%
Stage 2 measure implemented 12 0 5% 0%
Collected data did not meet thresholds 28 5 12% 3%
Number of Requests % of Total Requests
Sunnyvale Traffic Calming Requests
Attachment 1

Traffic Calming Paper
Appendix
Traffic Calming Programs

Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

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Attachment 1

Neighborhood Traffic Calming Program

Transportation Division | Department of Public Works
Adopted July 2020

City of Cupertino | 10300 Torre Avenue
Cupertino, CA 95014
Attachment 1

2 Table of Contents

Introduction
Guiding Principles
Funding
The Neighborhood Traffic Calming Process
Traffic Calming Measures
Appendix
A – Circulation Network Map
B – Petition Form
Attachment 1

3 Introduction
Due to rising public interest and concerns about speeding and cut-through traffic in Cupertino’s residential neighborhoods, the City of Cupertino Transportation Division has developed a Neighborhood Traffic Calming Program (NTCP).

The Neighborhood Traffic Calming Program aims to establish a consistent set of guidelines to provide residents and property owners with a means to obtain relief from traffic-related concerns, namely speeding vehicles and cut-through traffic on their residential street. This is accomplished through a multi-step process involving an initial petition, a traffic survey, neighborhood meetings, a postcard survey and the possible installation of traffic calming measures.

Guiding Principles
• The primary purpose of the NTCP is to address neighborhood concerns and to reduce the speed and volume of traffic on local residential and residential collector streets with an established speed limit of 25 miles per hour. The NTCP does not apply to roadways designated as arterial roads or collector roads.

• Emergency vehicle access will be maintained in all traffic calming plans. Emergency vehicle travel times will also be considered when evaluating traffic calming measures.

• Reasonable automobile, pedestrian and bicycle access should be maintained to streets with traffic calming measures.

• Removal of some on-street parking spaces may be necessary to install some traffic calming measures. Parking loss at specific locations will be balanced with the neighborhood's desire for the traffic calming device.

• Only approved traffic calming devices included in this manual will be considered for installation under the NTCP. Transportation Division staff will examine the feasibility of the installation of a particular device before a recommendation is made.

• Traffic calming devices will be planned, designed and used in keeping with sound engineering and planning practices. The installation of traffic control devices such as signs, markings and speed humps will be compliant with the State of California Vehicle Code and the Manual of Uniform Traffic Control Devices.

Attachment 1

4 • Requests for traffic calming devices shall be evaluated on a first-come, first-served basis and implemented up to the limit of funds available. Eligible traffic calming projects will be prioritized for implementation based upon the severity of traffic conditions.

• Traffic calming measures require approval by affected residents and property owners prior to implementation.

Funding
The City allocates General Fund dollars each year for the NTCP program. Projects are funded in priority order based upon the severity of the problem, and if the budget is exhausted, remaining projects will be carried over to the next year. Larger projects, which might deplete the budget, may be considered as a separate capital improvement project. Those projects would compete with other City projects for funding and may be scheduled in future fiscal years.

Attachment 1

5 The Neighborhood Traffic Calming Process
The Neighborhood Traffic Calming Program includes a structured, six (6) step planning process. In most cases, the total process from initial inquiry to installation takes four to six months. Each step in this process is outlined below.

Step 1: Initial Inquiry and/or Petition by Residents
The first step in the NTCP process begins with an inquiry to the Transportation Division from one or more residents or property owners. If, during the initial inquiry, the property owner or resident requests signing and/or striping, the Transportation Manager can approve the installation. No further action would be necessary.

If signing and/or striping is not sufficient and additional traffic calming is desired, staff will direct the resident or property owner to obtain signatures, on a petition provided by City staff, from a minimum of 10 percent of the residents or property owners on the street in question.

This petition will have a statement explaining the traffic concern. Through this petition, there is an assurance the individual's concerns also reflect the concerns of the neighborhood.

Step 2: Traffic Study, Identification of Appropriate Measures and Establishment of Notification/Voting Area
After a petition has been received, staff will conduct a traffic or speed survey to determine if the speed of traffic or the amount of cut-through traffic on the street exceeds the NTCP thresholds.

The criteria established for local residential and residential collector streets are detailed in Table 1 and Table 2 below. If the survey verifies the traffic concern, staff will move to the next step in the process.

During this phase of the NTCP, staff will also establish a notification/voting area. This area will include those properties that are directly affected by the traffic issue and the potential traffic calming measures. Only properties on the segment of street in question, or on cul-de-sacs or courts directly connected to the street, will be included in the notification/voting area.

Properties on separate or distant areas of the same street or on streets with alternate ingress and egress will generally not be included in the notification area. Specific notification areas will be determined by staff on a case-by-case basis.

Attachment 1

6 Table 1: Local Residential Streets (25 mph Speed Limit) Speed Criteria Cut-Through Volume Criteria

☐ 15% (85th percentile speed) of the
vehicles on the street exceed 32 mph or
30 mph in a school zone.

☐ 25% or more of the traffic on the street
is cut-through traffic; and

☐ Street carries more than 1000 vehicles
per day

Cut-through traffic is defined as traffic
entering the neighborhood with a
destination outside of the neighborhood

Step 3: Neighborhood Meeting with Affected Residents/Property Owners to Identify Preferred Traffic Calming Measures
Staff will arrange a neighborhood meeting with the residents and property owners within the notification area and send out an informational letter about the meeting. Whenever possible, staff will arrange to hold the meeting at a public venue near the affected area.

At this meeting, City staff will present the traffic calming measures described in the Appendix.

Staff will also address concerns and answer questions about these devices and the NTCP process in general.

At the conclusion of the meeting, staff will poll the individuals in attendance to see if there is agreement on the type of traffic calming device they would like to see on their street. If staff determines a consensus can be reached, staff will move to Step 4 of the process, a postcard survey. If there is not clear direction from the residents, staff will arrange a second and final neighborhood meeting. If, at the conclusion of the second meeting, staff determines a consensus cannot be reached, the process may be concluded depending on the desires of the residents and property owners.

Step 4: Postcard Survey
At the successful conclusion of Step 3, City staff will mail a postcard survey to all the residents and property owners within the notification area, asking them for a yes-or-no vote on whether or not they would like to see the selected traffic calming device(s) installed on their street.

Noticed residents will have a two (2) week period to return their vote and are encouraged to communicate with and remind their neighbors to submit their vote. For a device to be installed, a supermajority (67 percent) of residents need to respond with support for the proposed measures.

Attachment 1

7 If a supermajority is not received, the NTCP process does not proceed. Residents and property owners receive a notification of vote results and are informed they may reapply for the process in one year.

Step 5: Approval by Staff and/or the City Council
Depending on the type of device(s) selected from the traffic calming device inventory in the Appendix, Public Works staff will approve the installation of the device or, in some instances, will bring a recommendation to the City Council. To determine what type of approval is necessary for a particular device, refer to Table 3 below.

Table 3: Traffic Calming Device Approval
Device Approval Process

• Speed / warning signs and striping

• Transportation Manager Approval

• Speed humps
• Speed tables
• Median islands
• Traffic Circles / Roundabouts
• Bulb-outs / Curb extensions
• Turn restriction signs
• Radar speed feedback sign

• Resident / property owner
approval (67% majority)
• Transportation Manager Approval
• Public Works Director Approval

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8 Step 6: Installation of Traffic Calming Device(s)
After approval, the project will be placed on a prioritized list for implementation. Approved projects will be ranked for installation according to the following criteria and point system:

Percent of vehicles exceeding speed limit

• 1 point / percentage point
Number of vehicles exceeding 1,000 average
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 600 ft)

• 5 points each
Percent of property owners approving
installation(s)

• 1 point / percentage point

Projects will be implemented, beginning with the highest-ranking project, until available funding is depleted. Projects 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.

Attachment 1

9 Traffic Calming Measures

SPEED AND WARNING SIGNS
Speed and warning signs may be installed to increase roadway users’ awareness of upcoming roadway conditions such as a change in the speed limit or the presence of a crosswalk ahead.

The frequent use of signs and striping may decrease their effectiveness and cause visual pollution in some neighborhoods. Signing and striping will be installed to applicable State and municipal codes. After a sign is installed it is typically not removed.

Estimated Cost:

Approximately $250 per sign

Torre Avenue & Rodrigues Avenue, Cupertino

Attachment 1

10 TURN RESTRICTION SIGNS
Turn restriction signs prohibit certain turning movements to discourage cut-through traffic on residential streets. Cut-through traffic volume reduction is potentially significant; however, turn restrictions may redirect traffic to other neighborhood streets and impede access by legitimate residents. Speed and noise are not typically reduced with this measure.

Estimated Cost:

Approximately $250 per sign

S Stelling Road & Lilac Way, Cupertino

Attachment 1

11 SPEED HUMPS / SPEED TABLES / SPEED CUSHIONS
Speed humps are rounded, raised areas placed across the roadway to slow speed. Speed humps have a parabolic profile and are generally 3 – 4 inches high and 12 feet wide in the direction of travel. Often referred to as “bumps” on signage and by the general public, speed humps may reduce speeds to 15 – 20 mph.

Speed tables are modified speed humps with a ten-foot-wide flat top that results in a 22-foot- wide hump in the direction of travel. Speed tables provide a gentler driving experience than speed humps, and as a result less reduction in speed can be expected. Speed tables may be designed as raised midblock crossings often in conjunction with curb extensions.

Speed cushions are speed humps that include wheel cutouts to allow large vehicles to pass unaffected while reducing passenger car speeds. Emergency vehicles with wider axles are able to straddle speed cushions without affecting their speed, thus maintaining their emergency response time. Speed cushions may be considered on key emergency response routes.

Estimated Cost:

Approximately $20,000 - $25,000
Cost is per speed hump or table (includes signing and striping).

Meteor Drive, Cupertino

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12 MEDIAN ISLAND
Median islands are raised islands along the centerline of a street near an intersection that provide separation between the travel lanes at that location. Median islands are designed to prevent turning vehicles from crossing into opposing travel lanes when making turns onto or off of the street, and also may slow traffic due to the narrowing of the travel lanes. Median islands may act as a refuge island for pedestrians crossing wider streets. Depending on the width of the street, on-street parking may be eliminated in the vicinity of the island.

Median islands are typically 2' to 3' wide (or wider if acting as a pedestrian refuge), 10' to 20' long and about 6" high. The islands are not landscaped but will have decorative hardscape in the center.

Estimated Cost:

Approximately $1,500 - $3,000
Cost will vary with the width and length of the median island.

S Tantau Avenue & Barnhart Avenue, Cupertino

Attachment 1

13 TRAFFIC CIRCLES/ROUNDABOUTS
Traffic circles are raised circular medians that direct traffic counterclockwise within an intersection. Traffic circles can help manage speeds, reduce volume and improve side street access. Vehicles must change their direction of travel to maneuver around the circle. Per the State guidelines, traffic circles are controlled by “Yield” signage on all approaches. The traffic circles are not landscaped and will have decorative hardscape in the center. There is no impact on drainage or street sweeping. Emergency vehicle response times may also increase.

Estimated Cost:

Approximately $2,000 - $30,000
Cost will vary based on size and type of material used.

Portal Avenue & Wheaton Drive, Cupertino

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14 BULB-OUTS / CURB EXTENSIONS
Bulb-outs, also known as curb extensions, are a method of narrowing the roadway by extending raised curbs into the street. This has the effect of slowing vehicle speeds and often reducing cut-through traffic. Bulb-outs can be used at street entrances, exits, and midblock locations.

Bulb-outs used at intersections will slow turning vehicles as well as decrease the crossing length for pedestrians, which acts to enhance safety for pedestrians. Narrowing travel lanes may force motor vehicles and bicycles closer together making cycling uncomfortable for less experienced riders. Parking may also be impacted depending upon the extent of the bulb-outs installed.

Though less aesthetically pleasing, bulb-outs can also be constructed using flexible posts rather than extending the curb using concrete. The use of flexible posts allows existing drainage patterns to remain and may allow for the passage of bicycles, eliminating the need to share a narrower lane with motor vehicles.

Estimated Cost:

Approximate cost ranges from $1,000 for flexible posts and $2,000 for a simple raised berm, to $40,000 for low maintenance/high-aesthetic landscaped islands.

Cost is per set (one on each side of the street).

Merritt Drive & Vista Drive, Cupertino Alves Drive & Bandley Drive, Cupertino

Attachment 1

15 Appendix – A: Circulation Network Map

Attachment 1

16 Neighborhood Traffic Calming Program Petition Form

Name:

Address:

Phone Number:

Email:

Please indicate traffic issues that concern residents in your neighborhood:
☐ Speeding ☐ Traffic Volumes
☐ Collisions ☐ Pedestrian/Bicycle Safety
☐ Other

Please list the boundaries of your neighborhood. Attach a map if necessary:

Please list possible solutions that you would like the city of Cupertino to consider:

To request that your neighborhood be included in the Neighborhood Traffic Calming Program (NTCP), complete both sides of this form and return to the address below:

City of Cupertino
Attn: NTCP – Transportation Division
10300 Torre Ave
Cupertino, CA 95014
You will be notified when your request form has been received and processed. If you have any questions, please call the Transportation Division at 408.777.3354 Attachment 1

17 We the undersigned are petitioning the City, requesting Traffic Calming for Residents of

All persons signing this petition do hereby:

1. Certify that they are at least 18 years of age and reside within the impacted area;

2. Validate the presence of traffic issues in the neighborhood and the need for traffic calming; and

3. Agree that the following contact person(s) represent the neighborhood as facilitator(s) between the neighborhood residents and the City of Cupertino staff in matters pertaining to 1 and 2 above

1. Name Address Phone

2. Name Address Phone

3. Name Address Phone

Use Back Side for Signatures

Attachment 1

18 Only One Signature Per Address

1. Name Address Phone Signature

2. Name Address Phone Signature

3. Name Address Phone Signature

4. Name Address Phone Signature

5. Name Address Phone Signature

6. Name Address Phone Signature

7. Name Address Phone Signature

8. Name Address Phone Signature

9. Name Address Phone Signature

10. Name Address Phone Signature

11. Name Address Phone Signature

Attachment 1

Attachment 1

Attachment 1

Attachment 1

1 CITY OF REDWOOD CITY
POLICY AD GUIDELIES
FOR RESIDETIAL TRAFFIC CALMIG

ITRODUCTIO

The City of Redwood City wishes to preserve the nature of its residential neighborhoods and to ensure that local streets, particularly those in residential neighborhoods, are as quiet and safe as possible. One method of doing this is through “traffic calming.” This policy and guideline document describes methods for analyzing and implementing traffic calmin g measures on Redwood City’s residential streets.

USE OF THIS POLICY AD GUIDELIES

The measures outlined in this document are intended to slow traffic to the posted speed limit and to discourage unnecessary through traffic on residential streets, while maintaining access for police, fire, emergency services, and local residents. Traffic calming on streets not specifically covered by this policy will be evaluated and addressed separately. Non-residential streets are typically evaluated on a case-by-case basis through engineering studies and analysis.

This document is to be used in combination with professional engineering judgement and best practices. Additionally, because every street in Redwood City has its own unique characteristics, these guidelines do not constitute either final or complete design or evaluation criteria for a traffic calming plan. Local site conditions must be evaluated for all traffic calming installations, and terrain, roadway, traffic or land use characteristics, or other unusual conditions may require case- specific modifications or exceptions.

A major factor in achieving successful traffic calming is public input, including comprehensive public education and participation. With the exception of cut-through traffic, the majority of residential speeding violations typically result from drivers who live in the neighborhood. Public education and participation encourage neighborhood residents to help identify the cause of the problem and to be accountable for the solution. Therefore, Redwood City requires that a majority of residents on a residential street be supportive of a traffic calming plan for it to be implemented.

The City of Redwood City reserves the right at its own discretion to analyze and implement traffic calming at a location should if feel it is necessary to increase roadway safety.

WHAT IS TRAFFIC CALMIG?

The Institute of Transportation Engineers (ITE) defines traffic calming as “the combination of mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behavior and improve conditions for non-motorized street users.” In less technical terms, traffic calming uses physical changes, either on or adjacent to the street, to encourage safer, more responsible driving and improve safety for motorists, pedestrians, and cyclists.

Typical physical measures that can have a traffic calming effect and that reduce vehicle speeds and volumes include:

• Warning and specialty signs
• Radar speed feedback signs
Attachment 1

2 • Gateways
• Textured crosswalks, special striping, narrow lanes
• On-street parking
• Bulb-outs, chokers, curb extensions
• Median islands
• Traffic circles
• Serpentine streets, chicanes
• Speed tables and raised crosswalks
• Speed humps
• Turn prohibition signs
• Diagonal diverters, forced turn channelization, median barriers

GOALS AD OBJECTIVES

The goal of the City of Redwood City’s Residential Traffic Calming Program is to establish procedures to facilitate installation of traffic calming and measures that will enhance the quality of life in the City’s neighborhoods by mitigating the negative impacts of vehicular traffic on residential streets.

Objectives
• To promote safe and pleasant conditions for people who live, walk, bike, and drive on neighborhood streets
• To reduce the average speed of traffic on local neighborhood streets • To reduce the amount of cut-through traffic on local neighborhood streets • To preserve and enhance walking and biking access to neighborhood destinations • To facilitate resident involvement in neighborhood traffic management activities • To provide a process to prioritize neighborhood traffic calming requests

Policies
• Through-traffic should be routed to the major roadways, whenever possible • The amount of rerouted traffic that is acceptable as a result of a traffic calming project should be defined on a project-by-project basis
• Emergency vehicle access must be preserved
• Each traffic calming measure will be planned and designed in conformance with sound engineering and planning practices
• Uniform procedures will be followed in the processing and prioritization of neighborhood traffic calming requests

TRAFFIC CALMIG GUIDELIES

Engineering Study

Traffic calming measures should only be installed wher e an engineering study concludes that:

• Traffic calming installations can address speeding or cut-through traffic; • Judicious use of other guide, warning or regulatory co ntrol devices has been considered but does not address the issues;
• A reasonable level of enforcement has not solved or ap pears unlikely to solve the problem , or a necessary level of enforcement is unlikely to be made available; and • Key design guidelines , as outlined herein for location, placement, configurat ion details, and related street and traffic conditions, can be reasonably conformed to at the site under consideration.
• The study location meets a combination of the followin g eligibility measures. With Attachment 1

3 emphasis on the speed, volume and collision data.

ELIGIBILITY

Street Classification and Us e

Traffic calming can only be installed on those roadway facilities functionally classified as "Local Streets”, “Pedestrian Streets”, or “Bicycle Boulevards” in the Redwood City General Plan. Table 1 lists the street segments streets classified as "Connector" streets or higher classes of streets . Street seg
ments on Table 1 are not eligible for residential traffic calming under this policy and g uidelines.

TABLE 1: STREET S IELIGIB LE FOR TRAFFIC CALMIG

Boulevards

Roadway:

El Camino Real (SR 82)
From:

N. City Limit
To:

S. City Limit
Marine Pkwy
Redwood Shores Pkwy
U.S. 101
U.S. 101
Bridge
Shoreline
Veterans Boulevard U.S. 101 Woodside Road
Twin Dolphin Drive Marine Pkwy Redwood Shores Pkwy
Woodside Road Alameda de las Pulgas U.S. 101

Transit Streets

Roadway:

Broadway
From:

El Camino Real
To:

Fifth Avenue

Middlefield Road
Seaport Boulevard
Winslow Street
U.S. 101

S. City Limit
End of the Road
Winslow Street Middlefield Road Broadway

Connector Streets

Roadway:

Edgewood Road
From:

I-280
To:

Alameda de las Pulgas

Alameda de las Pulgas
Farm Hill Boulevard
N. City Limit
I-280

Woodside Road
Jefferson Avenue

Jefferson Avenue Farm Hill Boulevard Veterans Boulevard Whipple Avenue Alameda de las Pulgas U.S. 101
East Bayshore Road Seaport Boulevard Haven Avenue
Bridge Pkwy
Redwood Shores Pkwy
Marine Pkwy
Shell Pkwy
Shearwater Pkwy
Main Street
Winslow Street
Marine Pkwy
Shoreline Road
Bridge Pkwy
Marine Pkwy
Marine Pkwy
El Camino Real
Brewster Avenue
Redwood Shores Pkwy
Shearwater Pkwy
Shearwater Pkwy
Redwood Shores Pkwy
Redwood Shores Pkwy
Middlefield Road
Whipple Avenue

Attachment 1

4 Industrial Streets

Roadway: From: To:

Bay Road Chestnut Street Fifth Avenue
Spring Street Chestnut Street Second Avenue
Chestnut Street Spring Street Veterans Boulevard
Willow Street Spring Street Bay Road
Charter Street Spring Street Bay Road
Kaynyne Street Spring Street Bay Road
Sweeny Avenue Spring Street Bay Road
Douglas Avenue Fair Oaks Avenue Bay Road
Hurlingame Avenue Fair Oaks Avenue Bay Road
Warrington Avenue Fair Oaks Avenue Bay Road
Barron Avenue
Second Avenue
Fair Oaks Avenue
Fair Oaks Avenue
Bay Road
Bay Road
umber of Lanes

Traffic calming should only be used on streets with no more than two travel lanes. Streets with a center turn lane may still qualify for traffic calming.

Drainage Characteristics

Streets considered for traffic calming should have goo d drainage qualities. Potential drainage impacts must be considered when evaluating whether a traffic calming installation is appropriate.

Street Grades

Certain traffic calming measures should not be employe d on streets with grades exceeding five percent. When traffic calming measures are installed on streets with sustained downgrades, special care should be taken to ensure that vehicles can navigate the installation safely at appropriate speeds.

Sight Distance

Traffic calming devices should generally be installed
only where the minimum safe stopping sight
distance (as defined in AASHTO's A Policy on Geometric Design of Streets) can be provided. For mid-block locations on typical residential streets , a minimum safe stopping sight distance allowance would normally be at least 200 feet, the nominal stopping sight distance for vehicles traveling at 30 mph. Depending on the character of the intersection and the traffic control, sight distance requirements might be less for installations located within the influence area of an intersection.

Traffic Speeds

Whe
n traffic calming is installed to address speeding concerns, studies will be performed to confirm the magnitude of the speeding problem. The number of vehicles exceeding speed limits, percentage of all vehicles exceeding speed limits, 85th percentile speed, and the speed of fastest vehicles may all be co
nsidered when evaluating whether a speeding problem exists.

Traffic calming devices should generally be installed only on streets where the posted or prima facia Attachment 1

5 speed limit is 30 mph or less. Where speed problems occur on streets with higher speed limits (such as streets posted for 35 mph experiencing 45-50 mph traffic), focused enforcement and combinations of other types of control measures should be considered instead of speed humps.

Spe
ed humps should only be used on streets where traffic speeds are intended to be low. Speed humps should not be installed on streets where the posted speed limit is considerably greater than speeds at which most motorists feel comfortable traversing the speed humps.

In Redwood City, specific criteria to qualify for traffic calming are as follows:
• Eighty-fifth percentile speed exceeds 30 mph (35 mph on streets posted 30mph), • 60 percent of the traffic exceeds the posted speed li m it (normally 25 mph), • The average speed of vehicles in the top 15th percentile is 40 mph or greater.

Tr
affic Volumes

Traffic calming should be installed only on streets cl assified as “ Local Streets”, “ Pedestrian Str
eets,” or “Bicycle Boulevards.” Such streets typically have an average daily traffic volume of 5,000 vehicles or fewer. Requests are occasionally received to install traffic calming on streets classified as “Local Streets,” Pedestrian Streets,” or “Bicycle Boulevards ” that carry higher traffic volumes, indicative of a higher functional classification of street (nominally, above 5,000ADT, average daily trips). When considering such situations, the City must make a conscious policy decision. Is the street really a “local” street that is simply impacted by too much traffic which is traveling too fast? If so, tra f f i c calming may be an appropriate response. Or is the street really fulfilling a necessary and
appropriate “major collector” function in the City's circulation network - in essence, is its designation a misclassification? In the latter case, traffic calming is probably too restrictive and should not be used.

For cut-through traffic, the specific criteria to qualify for traffic calming is as follows:
• 40% or more ADT on a local street is cut-through traff ic between arterials or major roadways

Traffic Safety

When traffic calming measures are installed to address documented or anticipated vehicle or pedestrian collisions, the causes of those collisions should be correctable by speed control.

Prop
osed traffic calming must be evaluated in the field to verify that such installations will not introduce or increase the potential for collisions.

Vehicle Mix

Typically, traffic calming should not be installed on streets that carry significant volumes of truck traffic unless there is a reasonable alternative route for those vehicles. Generally, heavy or long-wheelbase trucks constituting up to five percent of all traffic is considered normal. Special consideration may be given to a location where there is a significant generator of truck traffic.

Bicyclists, motorcyclists, low-riders, and operators o f other types of special vehicles often consider traffic calming annoying. While potentially annoying to these types of roadway users, traffic calming does not constitute an unusual hazard or obstruction for these vehicles. For this reason, the possible presence of these vehicle types is not a reason to deny approval of traffic calming in circumstances where it would otherwise appear desirable or needed.

Attachment 1

6 Emergency Vehicle Access

Traffic calming is typically not installed on streets that are defined or used as primary emergency vehicle access routes. If traffic calming is deemed necessary on any roadway identified as a primary response route, the design must be coordinated with the emergency responders. Primary emergency vehicle routes are comprised of two types of streets:

1. Routes used by emergency vehicles to cross large parts of the community or on paths logically used to service large numbers of potential destinations. Routes of this type are generally ineligible for traffic calming through this document based on their functional classification.

2. Streets of generally local character which also serve as the immediate egress route from an emergency vehicle dispatch point or a s t h e immediate access route to a regular destination for emergency vehicles (such as where a fire station or a hospital emergency room access is located on a street classified "local"). Such circumstances will limit the eligibility of streets which would otherwise be eligible for traffic calming.

The
City has a duty to maintain a street system which reasonably allows for timely emergency service response. However, on local streets the City also has other compelling duties which may to some degree conflict with maintaining the streets in a manner to optimize emergency service response. Those duties include maintaining local residential streets in a manner which will induce traffic behavior consistent with areas where children and pedestrians can be expected to be in or near the street, or maintaining the streets in a manner which induces traffic behavior that allows residents quiet enjoyment of their homes and that limits impacts from traffic. For residential streets which are not on primary emergency response routes, reasonable accommodation for timely emergency service response may be quite different from individual residential streets on the primary response routes. In those circumstances, traffic calming which causes minor increases to emergency service response time may be acceptable . Fire vehicles rarely if ever achieve speeds of over 20 mph on the local residential streets where traffic calming is normally employed. Traffic calming plans will be designed with this in mind to minimize the impact on response times.

The City will normally seek to identify and implement measures which offset the effects of neighborhood traffic management on emergency response and to avoid situations where the cumulative effect of neighborhood traffic controls dramatically alters emergency response.

Transit Routes

Traffic calming generally should be limited along str e ets with established, conventional bus transit with normal service frequency. School transit, shuttle vans, paratransit vehicles, and similar services of conventional transit are not included in this consideration because they can reasonably be expected to operate in the neighborhood environment at speeds where traffic calming would not pose problems. In addition, many of these vehicles are not exceptionally long wheelbase vehicles.

Resident Support

Where traffic calming is initiated by resident request , a petition requesting traffic calming signed by representatives of 50 percent of the properties in the primary impact zone of the t raffic calming shall be considered sufficient indication of community support for the City to act on the request (impact zone to be defined by the City staff).

Attachment 1

7 TRA
FFIC CALMIG REQUEST PROCESS

A traffic calming plan goes through two processes from initiation to implementation. The request process must be completed before the application may move into the development process. A flow chart showing the path of an application through each of these processes is seen in Chart 1 and the processes are described further below:

Attachment 1

8 Attachment 1

9 THE REQUEST PROCESS

In most circumstances a resident or a group of residents requests that the City lower the speed or volume of traffic on a street. Following this request the requestor will receive a copy of this policy and the attached application, Exhibit B. Requestors wishing to continue the process must fill out the traffic calming application and obtain a signature of support from one additional prope rty owner on
the requested street, then submit it to the City.

At
the time of the initial request the Police Department will be notified of the requestor’s traffic concerns. Engineering will review the existing signage and striping along the requested street to see if minor modifications can mitigate the concerns.

Following receipt of the application City staff will schedule data collection and complete a traffic evaluation of the requested street(s). Once collected the data will be analyzed to see if the City’s minimum traffic calming standards are met. If they are, the request will be prioritized and the results reported to the applicant. If the minimum standards are not met and there are no special circumstances that warrant additional consideration, the request will be closed with no further action and the applicant notified. A location that has been evaluated cannot be re-evaluated for at least one year.

Upon successfully passing the request process, the ap p lication will be placed on the City’s active
traffic calming application list. Placement within the list will be determined by the score the project receives based on the data collected for the location.

Due to staff and financial resources required for these type of projects, Redwood City must prioritize requests to address the areas of highest need first. The application with the highest score will be placed at the top of the list and will be first to receive funding for development and implementation.

The scoring criteria are listed in Table 2.

THE DEVELOPMET PROCESS

Onc
e a request reaches the top of the priority list it will move into the Development Phase of the process and the applicant will be notified.

First step is for the requestor to confirm neighborhood support by providing the City a petition signed by residents in the traffic calming area. Greater than 50 percent representation of the properties in the area is required to move forward with the design of a traffic calming plan. If greater than 50 percent support cannot be obtained, the request will be closed with no further action by the City and the applicant notified.

Following the successful submittal of the petition, the requestor and the City will meet to discuss initial design ideas and concerns. The City will use feedback from this meeting along with the previously-completed analysis to develop an initial design for the traffic calming plan. Depending on the size and scope of the requested traffic calming area the City may request the assistance of a consultant to develop the plan. If this is necessary, additional time will be needed to secure the services of the consultant.

At the completion of the initial design the City will schedule a neighborhood meeting to review the design and allow the neighborhood to provide comments and feedback. This meeting may be held at a resident’s house or at an offsite location depending on what is most convenient and accessible for the neighborhood. At the meeting residents will be asked to approve the design of the plan. If a general consensus is obtained the process will move forward. If there is no consensus on the plan design at the meeting, the residents will be asked to select a steering committee to work with City staff on the redesign of the traffic calming plan. Upon completion of a revised plan with the help of the steering committee, the City will hold a second neighborhood meeting to share the plan and solicit resident Attachment 1

10 feedback. Residents will be asked to approve the revised design of the plan. If a general consensus is obtained the process will move forward. If there is no consensus on the plan design at the second meeting the design process will closed with no further action by the City. The design will be passed back to the steering committee to work with the neighborhood to find a solution that is supported by consensus, for resubmittal to the City.

Once a plan is approved at a neighborhood meeting, the City will mail a survey to all the residences in the plan area. If there is majority support for the plan the process will move forward. If there is not majority support the City will work with the steering committee to revise the plan based on feedback received. The revised plan will be resurveyed to the neighborhood to obtain support for the traffic calming plan. If support cannot be found on a second survey then the process will be closed for no further action from the City. If there is disagreement between the neighborhood and City staff the proposed plan will be brought before the Complete Streets Advisory Committee for discussion and recommendations.

When the traffic calming plan is approved by the neighborhood with majority support, it will be scheduled for review by Redwood City’s Complete Streets Advisory Committee at its next available meeting. City staff will collect any feedback and ask the Committee to approve the traffic calming plan and authorize it to go to the City Council for approval and funding.

The traffic calming plan will be presented to City Council for approval of the project plan and funding for the construction documents and construction.

Once funding is in place, construction plans and specifications will be developed and the project will be constructed.

This policy and guideline was prepared by and for the
City of Redwood City Community
Development Department-Engineering and Transportation.

Attachment 1

11 TABLE 2: Redwood City Traffic Calming Priority Scale Criteria Point Value
Speed 2 points for each mph difference between the 85th percentile speed and the posted or prima facie speed limit
Volume 1 point for each 500 vehicles over 1,000 vehicles per day;

5 points if 40 – 65% or more ADT on local street is cut through traffic between arterials or major roadways;

10 points if higher than 65%
Crash History 5 points for each speed-related crash in the past 3 years 8 points for each injury crash in the past 3 years
8 points for each crash involving a pedestrian or a cyclist in past 3 years Pedestrian
Generators

(15 points
max.)
5 points for each school, park, library or
community center along roadway;

3 points if within 1 block;

2 points if within 2 blocks
Support 8 points for 80% representation of neighborhood

5 points for 70% representation of neighborhood
Unique
Conditions

(15 points
max.)
5 points for designation as a Bike Route or as a General Plan pedestrian corridor, or for proximity to neighborhood business district or existing/planned transit hub;

5 points for evidence of crashes or speeding, such as long skid marks or broken glass;

5 points for missing sidewalk section;

5 points for unique roadway geometry that substantially restricts visibility;

5 points for high crash rate
Attachment 1

12 Exhibit A

REDWOOD CITY
TRAFFIC CALMIG

POLICY SUMMARY

Definitions
Traffic Calming : the combination of physical measures that reduce the n egative effects of motor vehicle use, alter driver behavior and improve conditions for non-motorized street users.

Eligibility Conditions

Eligible for Traffic calming Ineligible/Questionable for Traffic calming Persistent speed problem : 85th percentile
spe
ed 30 mph or greater or 60% of all
vehicles exceed speed limit or average of top
15th percentile speeds observed is 40 mph or
greater .

Speeds unremarkable: Criteria opposite not met.

Local or minor collector street. Arterial or collector street.

Two-lane street. (may have center turn lane) Street with more than two lanes.

Street less than 40 feet wide. Street wider than 40 feet.

Drainage satisfactory. Poor drainage/ ponding.

Grades less than 5 percent in area of
installation.

Grades greater than 5 percent or sustained
downgrade present.

Straight and level or mild horizontal
and/or vertical curves.

Horizontal curves of less than 300 foot
centerline radius or vertical curves with less
than safe stopping sight distance.

Streets posted 30 mph or less. Streets posted 35 mph or more .

Low volume streets (generally below 5000
ADT).

40% or more ADT is cut through
Moderate to high volume streets (generally
more than 5,000 ADT).

Less than 40% cut through traffic.

Streets used by <5% of long wheel based
vehicles (trucks) .

Streets used by >5% of long wheel based
vehicles.

Streets used occasionally by
emergency vehicles operating at low to
moderate speeds .

Streets used as primary emergency vehicle
circulation routes.

Streets not used for frequent, regularly-
sch
eduled public transit. Use by school
transit, paratransit and infrequent
conventional transit tripper service is
acceptable.

Regular, frequently served conventional transit
routes.

Attachment 1

13 Exhibit B
Traffic Calming Request Form

The purpose of this form is to enable residents to request the possible initiation of a traffic calming warrant an
alysis in accordance with the City of Redwood City’s adopted Policy and Guidelines for Residential Traffic Calming. This form must be filled out in its entirety and submitted with any traffic calming request to:

The City of Redwood City
Community Development – Engineering or [email protected] 1017 Middlefield Road
Redwood City, California 94064

Feel free to attach additional sheets containing pictures, maps, diagrams, or additional text if the space provided is insufficient.

1. Requesting Individual’s Contact Information

Name:

Address:

Phone Number:

Email:

2. Signature of Support

Signature:

Name:

Address:

Phone Number/email:

3. Please describe the location of the traffic concern (feel free to include pictures or a map):

4. Please describe the nature of the traffic problem you are concerned with:

5. Please describe how traffic calming will be able to eliminate or reduce your traffic concerns:

Attachment 1

14 6. Is there neighborhood support, including support from the Home Owners Association, for the installation of traffic calming at this location? Can you demonstrate these supports if required?

7. Are there any facilities (churches, schools, shopping malls, etc.) near this location that generate a high concentration of vehicle or pedestrian traffic?

Attachment 1

RESIDENTIAL TRAFFIC

CALMING PROGRAM

Adopted By City Council
May 28, 2002

Attachment 1

TABLE OF CONTENTS

EXECUTIVE SUMMARY…………………………………………………………………….....2

RESIDENTIAL TRAFFIC CALMING PROGRAM OBJECTIVES………….…..……………..2

RESIDENTIAL TRAFFIC CALMING POLICY GUIDELINES..………………………………3

RESIDENTIAL TRAFFIC CALMING PROGRAM FLOW CHART…………………………..5

TYPES OF TRAFFIC CALMING DEVICES .………………...…………...…………….6

RESIDENTIAL TRAFFIC CALMING DEVICES TABLE ……….....…………...…………….8

RESIDENTIAL TRAFFIC CALMING DEVICES BY CATEGORY
Speed Lumps ……....……………………………………………………..……………………...9
Modified T- Intersections ..………………………………………………..………………..10 Traffic Circles ..…………………………………………………………………………..….….11
Chicanes …..………………………………………………………………………….…...12
Neckdowns ……………………………………………………………………….………….13
Center Islands… ……………………………………………………………….………….14
Speed Tables/Raised Crosswalks…………………………………………………………..…...15

PROGRAM PROCESS/PUBLIC PARTICIPATION ELEMENT ………………..…………16

SOURCE REFERENCES....……………………………………………………… …………..23

Residential Traffic Calming Program
May 2002

Attachment 1

CITY OF FREMONT RESIDENTIAL TRAFFIC CALMING PROGRAM

Executive Summary

The primary goal of the residential traffic calming program is to have guidelines and set procedures to address neighborhood speeding and bypass traffic on residential streets. The City of Fremont Residential Traffic Calming Program is based on the experience and lessons learned from the Eggers Drive Pilot Traffic Calming Project, the City’s Speed Lump Policy and successful elements of other cities traffic calming programs.

The residential traffic calming program requires strong community support and participation by affected residents and property owners. It involve s a review of the streets accident history, speed data, and traffic volumes. Installation of the tr affic calming devices requires specific design criteria and warrants be satisfied. The resident ial traffic calming program provides a structured planning process and is flexible enough to adjust to the challenges of each unique project.

Residential Traffic Calming Program Objectives

• Reduce vehicle traffic speeds on two-lane residential streets.

• Encourage non-neighborhood bypass traffic on two-lane residential collector and local streets to use major arterial streets when traveling to and from their neighborhood.

• Enhance safety for residents, pedestrians, bicyclists, and motorists.

• Maintain and enhance neighborhood livability.

Residential Traffic Calming Program
May 2002

Attachment 1

Residential Traffic Calming Policy Guidelines

• A combination of education, enforcement and engineering methods will be used in the City’s residential traffic calming program. Traffic calming devices will be planned, designed and used in keeping with sound engineering and planning practices. The City Engineer will reco mmend the installation of traffic calming devices such as speed lumps, center is lands, traffic circles and other approved traffic calming devices in this policy to accomplish the residential traffic calming program objectives. Installation of tra ffic calming devices will require the approval of the City Council.

• The installation of traffic calming devices will require strong community support by residents living on the affected street segment. A warrant analysis for the installation of traffic calming devices w ill be conducted based on accident data, speed data, traffic volumes and standard design criteria.

• Traffic calming measures on residential stre ets will be installed to reduce traffic speeds. Non-neighborhood or bypass traffi c will be encouraged to use major arterial streets. Some diversion from a tra ffic managed street to an adjacent street will be unavoidable. An increase of up to 25% of existing average daily traffic (ADT) or 500 vehicles per day, whichever is less will trigger an analysis of the adjacent street.

• Installation of traffic calming devices will only be considered on two-lane residential streets with a posted speed limit of 25 miles per hour.

• Emergency vehicle access will be accommodated in all residential traffic calming plans. Traffic calming devices will be in stalled only with the consent of the Fire and Police Departments.

• Reasonable automobile, pedestrian and bicycle access should be maintained on residential streets with traffic calming devices.

• Traffic calming devices will not inhibit or significantly impact transit, waste disposal trucks and other service vehicles.

• Removal of some on-street parking spaces may be necessary to install certain types of traffic calming devi ces. The parking needs of residents will be balanced with the neighborhood’s desire for the installation of traffic calming devices.

• The speed lump will be the traffic calming device considered for residential streets with an average daily traffic between 800 vehicles per day to 3,500 vehicles per day.

Residential Traffic Calming Program
May 2002

Attachment 1

• Installation of alternative traffic calming devices such as traffic circles, center islands, chicanes (triangular islands), neck downs, modified T-intersections and speed tables/raised crosswalks will only be considered for residential streets that have average daily traffic greater than 3,500 vehicles per day.

• The City of Fremont Residential Traffic Calming Program flow chart is shown on page 5.

• A complete description of the seven traffic calming devices and the criteria for installation of these devices is described on pages 9 to 15.

Residential Traffic Calming Program
May 2002

Attachment 1

Residential Traffic Calming Program Flow Chart

Effective

If speeding problem persists and If speeding problem persists ADT between 800 and 3,500 VPD and ADT > 3,500 VPD

T1
S1

T2
S2

T3
S3

T 4

S4

S 5 T 5

T6
S 6

T 7

S7

T 8

T 9

T 1 0 T 1 1

T 1 2

Note: Total planning process is 11 months. Planning schedule Speed & Volume Study
Education & Enforcement
3 Month Review

RESULTS
City Speed Lump Policy
Applies Consider installation of alternative traffic calming devices.

Hold 1st neighborhood meeting within six weeks after
petition received. Informational meeting with potentially impacted residents. Select Citizen Committee.

Conduct speed lump warrant analysis.

Petition required from at least 70% of
affected residents including consent
from residents whose properties are
adjacent to the speed lump.

Meeting with Citizen Committee using interest based approach.

Define problem & develop solutions & alternate plans. Staff to work with Committee & neighborhood residents (3 months). Priority list established for all candidate street segments.
2nd Neighborhood Meeting. Staff and Citizen
Committee to present conceptual plans; receive
neighborhood input (1-2 month).

Annual report prepared to City Council for
approval and funding of top ranked street
segments.

Upon City Council approval, plans &
specifications are prepared and project put
out to bid.
3rd Neighborhood Meeting (if needed). Staff to present final plans, work to obtain neighborhood consensus (1 month).

Conduct post card survey of proposed measures. Need 70% of residents living on the street. Establish priority list (1 month).

Upon Council approval, install traffic calming
devices with landscaping.
9 Month Review
Does not meet objectives.Meets objectives.

Installation of speed lumps.

Monitor for long-term
effects, periodic education &
enforcement.

No speeding problem if 85th
percentile < 33 mph. No
further actions.

Petition from 70% of affected residents living on the street.

Go back to City Council.

Citizen Request
may be shortened dependent on scope of project and if
neighborhood consensus is achieved early in the planning process.

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Attachment 1

Types of Traffic Calming Devices

The following pages consist of the description of the seven traffic calming devices to be used in the residential traffic calming program. The devices listed (see Table 1 on page 8) are designed to slow traffic by the following methods: (1) narrowing of street such as center islands; (2) horizontal or lateral deflec tion such as the use of chicanes and traffic circles; (3) vertical deflection – use of vertical force to cause vehicles to slow down, such as speed lumps. Traffic calming devices that would divert traffi c to other streets by channeling traffic, e.g. traffic islands (that forc e right or left-turn m ovements) or barriers that limit or close street access will not be pe rmitted, and are not included in the traffic calming program.

The City will proceed with the installation of traffic calming devices only if all the criteria outlined in this policy for each device (see pages 9 to 15) is satisfied. Installation of traffic calming devices will be based on safety considerations, speed analysis, volume data, review of accident history, and other special studies pertinent to the project. The City Engineer will recommend the installation of traffic calming measures and will require the approval of the City Council. The City will consider resident support for traffic calming in determining whether or not there is a need to reduce speed in a project area. If petitions in support of traffic calming are signed by less than 70% of residents within the project area, the City will proceed with a traffic calming plan only if all other criteria outlined in this Policy support a need for installation based on safety considerations.

Construction of the traffic calming devices such as the traffic circles, chicanes, center islands, modified T-intersections, neckdown or curb extensions will be constructed in accordance to existing City design standards for curbs, gutter, sidewalk, street pavement, drainage, and landscaping.

The traffic calming devices used in this policy will be governed by standard engineering design principles for roadway geometry, signing and markings. Design and dimensions of traffic calming devices will be derived using geometric design principles in the California Highway Design Manual and/or American Association of State Highway and Transportation Officials’ (AASHTO) “A Policy on Geometric Design of Highways and Streets. No standard specifications were developed for the alternative traffic calming devices due to the varying roadway geometry, which would affect dimensions and placement of traffic calming devices. Non-standardization of the devices will allow the City flexibility in its design for each unique project. After the City has gained experienced in the design and construction of alternative traffic calming devices, the City may consider standardization of these devices. The City has adopted a standardize design for the speed lump.

The signing and marking of traffic calming devices will use signing, striping and marking consistent with the practices in the California Highway Transportation Manual and/or the Federal Highway Administration’s Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD). The 2000 MUTCD currently gives guidance in the Residential Traffic Calming Program
May 2002

Attachment 1

striping and signing of speed bumps, speed tables, traffic circles and center islands. These manuals give guidance and recommendation in standard signing, striping and marking of objects within the roadway.

A complete description of the traffic calming devices, and the criteria for the installation of these devices are included in pages 9 to 15. The traffic calming devices are as follows:

• Speed Lumps
• Modified T-Intersections
• Traffic Circles
• Chicanes
• Neckdowns
• Center Islands
• Speed Tables/Raised Crosswalks
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Attachment 1

TABLE 1

RESIDENTIAL TRAFFIC CALMING DEVICES
# Type of Device Purpose Advantages Disadvantages Emergency Services Impact 1 Speed Lumps Slows traffic speed by vertical
deflection.

Slows vehicle speeds and discourages bypass
traffic. Self enforcing. No on-street parking
removal required. Speed lumps have minimal
impact on fire vehicle response time.

Fire vehicles must travel at the center of the
street to traverse over the cut through sections.

Slight increase in noise.

Speed lumps have minimal impact
on emergency vehicle response
times as well as physical impacts to
fire vehicles.
2 Modified T-
Intersections
Slows traffic speeds of the through
approach of a T- intersection by
forcing motorists around a bulb
shaped island.

Slows vehicle speeds. Self enforcing. Requires removal of some on-street parking. No significant impedance to emergency vehicles.
3 Traffic Circles Slows traffic speeds through the
intersection by horizontal deflection.

Effectively reduces vehicle speeds, visually
attractive, may contribute to reduction of
vehicle and pedestrian accidents at
intersections.

Requires removal of some on-street parking.

May require bicyclists to merge with vehicle
traffic. May limit passage of emergency or
large vehicles if vehicles are parked illegally
near the traffic circle.

Fire trucks can maneuver around
traffic circles at slow speeds
provided vehicles are not illegally
parked near the circles.
4 Chicanes
Slows traffic speeds on a street
segment by forcing drivers to travel
an S-curve path.

Self enforcing. Limits the downstream view
of the roadway thus encouraging motorists to
reduce their speeds.

Requires removal of on-street parking. Not
effective on street segments with substantial
horizontal curvature or where crest-vertical
curves limit sight distance.

No significant impedance to
emergency vehicles.
5 Neckdowns
Slows traffic speeds through the
intersection by narrowing lanes and
reduction of curb radius.

Reduces pedestrian crossing distance; slows
speed of traffic traveling through the
intersection.

Potentially greater cost than other traffic
calming devices. May require removal of on-
street parking.

No significant impedance to
emergency vehicles.
6 Center Islands Slows traffic speeds by narrowing of
roadway and horizontal deflection.

Provides pedestrians a refuge island at
intersections, slows vehicle speeds. Requires removal of on-street parking. No significant impedance to emergency vehicles.

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PROGRAM PROCESS/PUBLIC PARTICIPATION ELEMENT

Procedure

The total planning process for the Residential Traffic Calming Program will take approximately 11 months. The City of Fremont believes it is important to process requests in a timely manner. The City’s program has been streamlined to effectively and efficiently utilize the City’s resources while not compromising on the education and citizen participation element. The City’s Residential Traffic Calming Program is a structured process that is responsive to the needs of the neighborhood.

The residential traffic calming program will be initiated by a citizen’s request for speed control along a certain street segment or if City Staff determines it is appropriate to analyze speeding problems in a given area. Staff will conduct a preliminary analysis to determine if a speeding problem exists. If a speeding problem is identified, an education and enforcement effort will be conducted. If the speeding problem persists following three months of education and enforcement, th e City will then consider the installation of speed lumps or alternative traffic calming devi ces. This process may involve some or all of the following steps: hold neighborhood meetings, establish Citizen Committee, formulate solutions and alternate plans, post car d survey of residents, priority ranking of requests, implementation/construction of tr affic calming devices a nd nine-month review of the project to measure the devices effectiveness. In some cases it may not be necessary to follow every step.

The following is a description of the program process and public participation element:

Step 1 – Initiation

Step 1 is the initiation of the process by a citizens request for speed control along a certain street segment or if City Staff dete rmines it is appropriate to analyze speeding problems in a given area. Staff’s current practic e is to deal with the request on a direct basis and to respond to the resident within a short time period. This means that instances where the City receives an inquiry about neighborhood traffic issues, Staff will respond with traditional studies and actions. Ensuring that simple or incide ntal request can be addressed by the Traffic Engineering Staff without the necessity of a petition.

Step 2 – Identification of Traffic Issue(s)

Staff will identify clearly the issue or pr oblem by collecting the appropriate traffic information, such as accident history, sp eed and volume data, et c. and perform an analysis to determine if a speeding problem exists. Staff will review the roadway signing, striping and traffic controls in the area and in some cases conduct field observations. If appropriate, signing/striping changes or additions will than be undertaken by the City. If the analysis indicates a speeding problem exists, an appropriate education and enforcement plan will be initiated. Federal and State speed limit guidelines define the 85th percentile speed as a “reasonable speed” or the speed in which 85% of motorists Residential Traffic Calming Program
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16 Attachment 1

travel at or below. Speed surveys indicate th at many residential streets in Fremont with a posted speed limit of 25 m iles per hour have an 85 th percentile speed ranging from 30-32 miles per hour. Staff considers street segments with 85 th percentile speeds equal to or greater than 33 miles per hour as having a speed problem.

Step 3 – Education and Enforcement

If a street is determined to have a speeding problem, education and enforcement measures will be implemented. Educating a neighborhood of a speeding problem or a traffic concern may comprise of conducting meetings, mailing letters, distributing flyers, etc.

The police department to inform motorists of their driving speeds or the use of stealth box to determine if a speeding problem exists on the street segment may deploy a radar speed trailer. Also, additional signing or striping may be installed to provide awareness of the posted 25 mile per hour speed limit. In conjunction with educating the neighborhood residents, Traffic Engineering will notify th e City’s Police Department of the speeding problem and request traffic enforcement. Th e intent of the education and enforcement process is to modify motorist s behavior hopefully resulting in lower traffic speeds and a safer environment for all users and residents.

However, in instances where it is obvious or becomes obvious that the request is likely to lead to the consideration of installation of traffic calming devices, the petition process can be initiated and conducted in conjunction with the education and enforcement process.

These street segments typically have a history of traffic complaints, they may have higher than normal number of accidents and regularly have been the focus of traffic enforcement efforts.

Step 4 – Review of Education and Enforcement

Following three months of education and en forcement the traffic conditions will be reevaluated. Following the performance of a new analysis and the results indicate that the speeds are at or below 32 miles per hour, periodic enforcement and education will continue to maintain long-term effects of compliance, and no further action will be necessary. If the analysis indicates a speeding problem exists (85 th percentile speed is
equal or greater than 33 miles per hour), education and enforcement will continue. Staff will determine if the criteria to install tra ffic calming devices are satisfied. Staff will also determine through a petition process if the neighborhood residents suppo rt installation of traffic calming devices.

Step 5 – Implementation of Speed Lump Policy

The City’s Speed Lump Policy will only apply to residential streets where the ADT is between 800 and 3,500 vehicles per day. The process from inception to the final installation of the speed lumps is repeated once every fiscal year. The speed lump policy process is as follows:

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A. A warrant analysis will be conducted to de termine if the residential street segment is eligible for speed lump installation.

B. If a street segment satisf ies the criteria for the installation of a speed lump, the requester(s) is asked to complete a City furnished petition form. The City will consider resident support for traffic calming in determining whethe r or not there is a need to reduce traffic speeds in a project area. If petitions in support of traffic calming are signed by less than 70% of residents w ithin the project area, the City will proceed with a traffic calming plan only if all othe r criteria outlined in this Policy support a need for installation based on safety cond itions. Only one vote per residential unit will be applied towards the petition.

C. Following receipt of a completed petition, a priority list for all candidate street segments is established. Points are allocate d to each street se gment based on traffic volumes, vehicle speeds, vicinity to school(s) and traffic accidents.

D. Staff prepares a report to Council for a pproval and funding of th e top ranked street segments.

E. Following Council approval and funding of t op ranked street segments, Staff prepares a California Environmental Quality Act (CEQA) analysis, prepares plans and specifications and puts project out to bid. In stallation of speed lumps is repeated once a year.

F. Should the residents desire to remove th e speed lumps, Staff will collect data and perform a new analysis based on a review of accident data, speed data, volume data and other special studies pertinent to the pr oject. Staff will consider resident support for removal of speed lumps if supporte d by 90% of the residents living on the affected street segment. Based on these f actors and safety cons iderations, the City will make a determination to retain or remove the devices. A recommendation by the City Engineer to remove the traffic calmi ng devices will require the approval of the City Council. Any associated cost for the removal of the traffic calming devices not justified by the project goals and objectives will be fully borne by the residents.

Step 6 – Implementation of Alternative Traffic Calming Devices

If a speeding problem exists and the street ADT exceeds 3,500 vehicles per day, the street segment will be considered for installation of alternative traffic calming devices.

A. Preliminary Petition - Staff will request th at resident(s) submit a petition to the City to determine if the concern is widespread and there is consensus among the neighborhood to pursue installation of alternative traffic calming devices such as traffic circles, center islands, chicanes (triangular islands), neckdowns, modified T- intersections and speed tables/raised crosswalks. Requester will be asked to circulate and complete a City furnished petition form for residents living on the affected street.

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18 Attachment 1

If petitions in support of traffic calming are signed by less than 70% of residents within the project area, the City will proceed with a traffic calming plan only if all other criteria outlined in this Policy support a need for installation based on safety conditions. Only one vote per residential unit will be counted towards the petition.

B. First Neighborhood Meeting - A neighborhood meeting will be conducted within six weeks after Staff receipt of the completed petition. Staff will notify all the residents living on the street a nd residents within 300 feet of the affected street segment. Staff may also notify residents out side the 300’ boundary if there is reason to believe adjacent parallel streets may be impacted by the project. The notice sent to residents will explain the purpose of the meeting, provide background information about the traffic issues, actions completed to date and any proposed actions. The initial neighborhood meeting will be conducted to inform and educate residents of the City’s Residential Traffic Calming Program, th e existing neighborhood traffic conditions, define roles and responsibiliti es of residents, and update re sidents of the events that have occurred up to that point.

Staff will ask for volunteers to serve on a Citizen Committee. The size of the committee will be a minimum of three members. An odd number of committee members will be required in case there is a need for any tie-breaking vote. Committee members who serve on the committee must be a resident living on the affected street segment(s). In addition, only residents living on the affected street segment(s) will be eligible to vote for any measures propose d. Only one vote per residential unit will be permitted.

C. Development of Solutions and Alternate Plans – Once the Citizen Committee is established, Staff will conduct the first meeting with the Citizen Committee using interest based approach. The first objective of the Committee meeting will be to establish Committee ground rules, membersh ip (add or remove membership) and scheduling. The second goal is to determine the project goals and objectives. The City’s Residential Traffic Calming Policy has defined four standard objectives. These objectives will be included in all residential traffic calming projects in addition to any other traffic goals the nei ghborhood residents may want Staff to consider. These objectives will provide the committee and St aff direction and a standard to measure the success of the project. A Staff member will take meeting minutes to document all discussions and actions during the meeting.

Dependent on the progress and accomplishments of the initial meeting, additional meetings with the Citizen Committee ma y be scheduled to provide Staff and Committee members an opportunity to e ducate each other about the neighborhood’s concern and to engage in discussions regarding possible solutions. Additional data or studies may be needed during this process in order to better understand the problems.

Following an analysis of the information collected, education and investigation by the Citizen Committee and Staff, the issues should become more defined. Discussion will include the advantages and disadvantages of each device as well as the economic feasibility of each device considered.

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The Citizen Committee involvement process is vital, the Committee’s role will include educating the neighborhood resident s about the residential traffic calming program, informing residents of the project st atus and participate in the selection of the traffic calming devices.

Once the Committee and Staff has defined and gained a thorough understanding of the problems, the group will formulate solutions and alternatives. Staff will include the residents and Citizen Committee suggestions in the conceptual plans wherever feasible. If alternative solutions are presented, discussion of the positives and negatives of each alternative will be presented. The solutions considered by the Citizen Committee would include alternatives with the most benefits.

D. Second Neighborhood Meeting – Once a solution and/or alternative plan(s) have been selected, a second neighborhood meeting will be scheduled within two months of the first neighborhood meeting to communicate th e proposed solution or alternatives to the neighborhood. At the meeting, Staff and the Citizen Committee will explain the decision making process that led to the se lection of the recommended solution and/or alternate plans. This meeting will allow the residents an opportunity to provide input to Staff about the proposed solutions and discuss any issues with residents that were not addressed in previous meetings. It is important that Staff, the Citizen Committee and neighborhood residents obtain agreement or support of the proposed solution. If residents are in agreement with the proposed plan and/or alternative(s) at the second neighborhood meeting, a post card survey will be mailed to the residents living on the affected street.

E. Third Neighborhood Meeting - If necessa ry, a third neighborhood meeting will be conducted to present the revised conceptual plans and alte rnatives to the neighborhood if there were significant change s to the conceptual plans presented in the second neighborhood meeting. Staff and residents will work to obtain agreement or support of the proposed solution and/or alternative(s).

F. Polling and Notification – Following th e neighborhood meetings, residents will be sent notices describing the proposed reside ntial traffic calming plan. It will include background information about the pro cess and how the proposed solution and alternative(s) were formulated. Only residents living on the affected street segment(s) will be polled using a post card survey to select the most favored solution or alternative(s). Only one vote per residentia l unit will be applied towards the survey.

Following completion of the post card survey, a letter will be sent to the residents within the notification area describing the poll results.

G. Priority Ranking – If approved by 70% or more of the affected residents living on the street, Staff will establish a priority list fo r all candidate street segments. Points are allocated to each street segment based on traffic volumes, speed data, vicinity to school(s) and traffic accidents. Streets with the most points will be ranked at the top of the priority list and will have the best chance of being selected for implementation.

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H. Council Approval and Fundi ng of Project - Upon the recommendation of the City Engineer and approval by the City Council of the top ra nked streets, the traffic calming device(s) will be installed. The nu mber of street segments selected for funding will be based on the cost of the traffic calming devices, the number of traffic calming devices needed and the funding alloca ted by the City Council for each fiscal year.

I. Installation of Alternative Traffic Calming Devices – Following Council approval and funding of top ranked street segments, St aff prepares a Calif ornia Environmental Quality Act (CEQA) analysis, prepares plans and specifications and puts project out to bid. Installation of alternative traffic calming devices is repeated once every two years. The traffic calming device(s) will be installed with landscaping.

J. Nine Month Review –Following the installation of the traffic calming devices, an evaluation will be conducted for up to nine months to measure the effectiveness of the traffic calming devices and to determine if the program objectives were met. The evaluation will be based on the following criteria:

1. A review of the 85
th percentile speed will be conduc ted to determine if overall traffic speeds were reduced.

2. Vehicle counts will be collected to determine if there was diversion of traffic to parallel residential streets. Traffic dive rsion is permitted if traffic is moved to major arterial streets or is within the allowable increase of 500 vehicles per day or 25% increase of the existing ADT. An in crease of up to 25% of the existing ADT or 500 vehicles per day, whichever is le ss would trigger an analysis of the adjacent residential street(s).

3. A review of the accident history will be conducted to identify any adverse impacts the traffic calming devices may have cau sed. By slowing traffic, eliminating conflicting movements, and sharpening driv er attention, installation of traffic calming devices may reduce the number of accidents.

4. Fire and Police Departments will be cons ulted to provide input about any impacts they may have experienced. Field observations and or discussions may also be conducted with AC transit, Waste Manage ment and other service providers to ensure that services provided to the residents are not significantly impacted.

If the program objectives are satisfied as evidenced in the evaluation no further actions will be taken. If program objectives are not met, Staff will prepare alternatives and seek direction from the City Council.

K. Should the residents desire to remove the alternative traffic calming devices after evaluation results indicate the program objectives were satisfied, Staff will collect Residential Traffic Calming Program
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21 Attachment 1

data and perform a new analysis based on a review of accident data, speed data, volume data and other special studies pertinent to the project. Staff will consider resident support for the removal of the de vices if supported by 90% of the residents living on the affected street segment. Based on these factors and safety considerations, the City will make a determin ation to retain or remove the devices. A recommendation by the City Engineer to remove the traffic calming devices will require the approval of the City Council. A ny associated cost for the removal of the traffic calming devices not justified by the project goals and objectives will be fully borne by the residents.

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SOURCE REFERENCES

1. “Traffic Calming State of the Practice”, Re id Ewing, Institute of Traffic Engineers & FHWA, 1999.

2. “Transportation Planning Handbook, Second Edition”, John D. Edwards, Institute of Transportation Engineers, 1999.

3. “Neighborhood Traffic Management Program ,” City of Mountain View, December 11, 1996.

4. “Possible Neighborhood Traffic Calming Methods, Report to Council 97-040,” City of Sunnyvale, February 4, 1997.

5. “City of Fremont General Plan,” Chap ter 8 - Transportation Chapter, May 7, 1991.

6. “Evaluation of the Traffic Calming P ilot Program on Eggers Drive, and Accept Completion of Permanent Roadway Features,” City of Fremont Report to Council, Item 7.1, April 3, 2001.

7. “Establishment of a Policy on the Application of Speed Bumps On Two-Lane Residential Streets in Fremont,” City of Fremont Report to Council, Item 7.2, June 13, 1995.

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CITY OF SAN CARLOS - NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM (NTMP)

April 13, 2017 | PAGE I

TABLE OF CONTENTS
1 1.0 INTRODUCTION ............................................................................................................. 1

1.1 PURPOSE OF NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM (NTMP) ........... 2

1.2 GOALS AND POLICIES ...................................................................................................... 2

2.0 NEIGHBORHOOD TRAFFIC MANAGEMENT FRAMEWORK ........................................... 5

2.1 PRIMARY NEIGHBORHOOD CONCERNS ........................................................................ 5

3.0 NTMP IMPLEMENTATION PROCESS ............................................................................... 9

3.1 INITIAL REQUEST ................................................................................................................. 9

3.2 INITIAL SCREENING QUALIFYING CRITERIA ..................................................................... 9

3.3 SELECTION OF NTMP PROCESS ...................................................................................... 10

3.4 LEVEL 1 PROCESS ............................................................................................................ 11

3.5 LEVEL 2 PROCESS ............................................................................................................ 13

4.0 NTMP TOOLBOX .......................................................................................................... 18

4.1 NEIGHBORHOOD EDUCATION AND ENFORCEMENT PROGRAM ............................. 19

4.1.1 Neighborhood Traffic Education ................................................................ 19

4.1.2 Radar Speed Display Trailer ........................................................................ 20

4.1.3 Neighborhood Sign Campaign .................................................................. 20

4.1.4 Neighborhood Landscape Maintenance ................................................ 21

4.1.5 Police Enforcement ...................................................................................... 21

4.2 LEVEL 1 TOOLS ................................................................................................................. 22

4.2.1 Striping Narrow Lanes and/or Centerlines ................................................ 22

4.2.2 Moveable/Temporary Slow Down Signs ................................................... 22

4.2.3 Signing and Markings ................................................................................... 23

4.2.4 Crosswalk Improvements ............................................................................. 23

4.3 LEVEL 2 TOOLS ................................................................................................................. 24

4.3.1 Speed Reduction Level 2 NTMP Measures ................................................ 25

4.3.2 Pedestrian Safety Improvement Level 2 NTMP Measures ....................... 29

4.3.3 Reduction in Cut-Through Traffic Level 2 NTMP Measures ...................... 32

4.3.4 Co
llision Reduction Level 2 NTMP Measures ............................................. 35

4.3.5 Potential Applicable Arterial Streets Traffic Management Measures ........................................................................................................ 35

4.4 PROGRAM REVIEW ......................................................................................................... 37

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CITY OF SAN CARLOS - NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM (NTMP)

April 13, 2017 | PAGE II

LIST OF EXHIBITS
Exhibit 1: Impacts of Speed ......................................................................................................... 5 Exhibit 2: NTMP Implementation Process ................................................................................ 12 Exhibit 3: Arterial Streets in San Carlos ..................................................................................... 18 Exhibit 4: Applicability by Roadway Types .............................................................................. 24

APPENDIX A NTMP PETITION REQUEST FORM ................................................................. 38 APPENDIX B GUIDELINES FOR THE INSTALLATION OF RRFB ........................................... 39

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CITY OF SAN CARLOS - NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM (NTMP)

April 13, 2017 | PAGE 1

1.0 INTRODUCTION
The City receives numerous transportation complaints and requests for many neighborhoods in the city. These can include complaints about speeding, requests for stop signs, reports of parking violations, and annoyance at traffic intrusion into local neighborhoods, etc.

The Public Works Department has traditionally responded to traffic requests in the order they were received. Particularly requests for speed humps have been popular. To date, speed humps have been installed on several street blocks in various parts of the City. More recently, to address pedestrian and bicycle safety, the Public Works Department has installed high-visibility signs and pavement markings, in-street pedestrian crossing signs, warning symbol markings, and Rectangular Rapid Flash Beacons (RRFB).

The City has no formalized process to verify the need for these types of measures. City staff addressed resident requests on a first-come/first serve basis – with each request becoming a unique process and each involving extensive City resources. The major problem with this method was that requests were not put into the proper context – which ones have priority and which ones represent “normal” traffic conditions on residential streets. Another problem with this method was its inability to systematically evaluate impacts on surrounding local streets when a traffic modification is considered.

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CITY OF SAN CARLOS - NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM (NTMP)

April 13, 2017 | PAGE 2

1.1 PURPOSE OF NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM (NTMP) Many jurisdictions face problems similar to those described above, and they often develop a program to systematically address traffic issues involving the livability and safety of residential neighborhoods. The City of San Carlos Neighborhood Traffic Management Program (NTMP) is being prepared to best meet the needs of San Carlos based on past efforts in the City, guidance provided by the City’s General Plan, policies and lessons learned from other jurisdictions, practices published by the transportation industry, and community input regarding traffic concerns and ideas for improvements.

The objective of NTMP is an attempt to achieve a balance to provide an efficient multi-modal transportation system while at the same time maintaining safety of the streets for use by residents and visitors to the City of San Carlos. The City of San Carlos’s NTMP is created to help address this overall objective.

Once the NTMP program is adopted, the approved traffic calming tools and measures would become the typical tools to manage high vehicular speeds or cut-through volumes. The three E’s (Educational, Enforcement and/ or Engineering measures) employed by NTMP program would be used so that their negative impacts on residents, pedestrians, bicyclists, and schools are minimized. The immediate and overall purpose of NTMP is to reduce the speed and/ or volume of traffic to acceptable levels. Ultimately the goal is to achieve traffic safety and enhanced quality of life. To summarize, the intent of traffic calming in the NTMP is to achieve desired outcomes in several areas, including:
 Speed reduction,
 Improved pedestrian safety,
 Reduction in cut-through traffic,
 Collision reduction and
 Reducing noise and air pollution.

1.2 GOALS AND POLICIES
By carrying out the provisions of the NTMP, the City of San Carlos hopes to fulfill the following goals:
 Promote safe and convenient travel by pedestrians, bicyclists and vehicles.  Encourage compliance with designated speed limits.
 Encourage through traffic to take more appropriate travel routes based on roadway classification, but limit impacts to other local streets.  Provide a well-defined process that is responsive to all neighborhoods in San Carlos.  Provide objective criteria to help City staff prioritize requests.  Provide a process that maximizes neighborhood participation and decision-making, and obtains measurable consensus from the neighborhood throughout.

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